HOT GREETING
Today we have as our guest the electronic magazine "PC-REVIEW," the first issue of which was released in early January 1994. Currently, the second issue of the magazine is coming out. Owners of IBM-compatible machines will find a lot of interesting material in this magazine. There are reviews of gaming programs, research and analysis of widely distributed games, correspondence with readers, reviews of foreign press, gaming studies, and much more.
Our colleagues kindly offered us for publication on the pages of SPECTROFON material dedicated to flight simulators from the latest issue of PC-REVIEW.
The problems faced by Sinclair users when mastering flight simulators are practically no different from the problems encountered by IBM users. Therefore, we believe that this material will be useful for everyone who is trying to find the optimal tactics in aerial combat.
Sergey Simonovich, 1994.
ELEMENTARY BASICS OF AIR COMBAT
Introduction.
On what kind of aircraft do our flight simulator enthusiasts have to fly? And, it must be said right away, not all of them are designed for air combat. There are aircraft for providing support to ground forces (their task is to deliver missile and bomb strikes on ground targets), and there are aircraft specifically designed for gaining air superiority. That is, there are tactical fighter-bombers, and there are interceptor fighters.
But no matter what military aircraft you are flying, as a rule, the time and place of air combat are not chosen, and you must be able to survive in any conditions.
It should be noted that survival in air combat largely depends on the dynamic characteristics of your aircraft, and they, as is well known, are not the best if the aircraft is loaded to the limit with missile and bomb armament, and also "fully" fueled. Therefore, if you have the option to choose, try to engage in air combat not when you are on a combat mission, but when you have successfully bombed and are returning to base.
By the way, the effectiveness of air defense and fighter aviation is determined not only by how many enemy aircraft have been shot down, but also by the fact that forcing the enemy to maneuver intensively significantly reduces the accuracy of their strikes, and in many cases, it forces them to drop their deadly cargo anywhere just to lighten the aircraft.
Another additional effect of air defense forces is that by performing maneuvers, the attacking side often breaks the combat formation of its aircraft, which often equates to the failure of the entire combat mission.
In this article, we will familiarize ourselves with some (the most elementary) techniques for behavior in air combat. Since the times of World War I, these techniques have undergone a long path of development and improvement, but even the most elementary technique, if applied correctly, will help you return to base alive and take off on the next mission for new rewards.
In air combat, you will require maximum concentration of all piloting skills, so we assume that you have previously learned to fly your aircraft confidently. Decisions in air combat are made in fractions of a second; there is no time for reflection, and all operations must be performed automatically.
To successfully fight in air combat, you must maneuver skillfully. To maneuver means to frequently and quickly change direction and speed. And now let's recall Newton's first law:
|If no external forces act on a body, it maintains a state of uniform and rectilinear motion|
Remember? And since uniform and rectilinear motion is exactly what we do not need, we need external forces to act on our aircraft, and the more, the better.
"The Magnificent Four"
What forces act on your aircraft?
First, there is the thrust force of the engines. You can control it. In any flight simulator, there is the option to increase thrust (THRUST).
Second, there is the air resistance force. The higher the speed, the greater this force. It also depends on the cross-sectional area of your aircraft. You cannot control it, but you can use it, for example, to quickly reduce horizontal flight speed. Note that this force is not necessarily opposite to the thrust force.
There is a certain "angle of attack" between the direction of engine thrust and the direction of the incoming airflow. As a rule, this is an acute angle, although those who have seen "Pugachev's Cobra" (when a jet aircraft flies tail-first) should understand that this angle can also be obtuse.
The next force is the force of gravity. You cannot control it, within reasonable limits (except by dropping cargo and aborting the combat mission), but you can and should use it. It is thanks to this force that you can "exchange" altitude for speed - this is the basis of many maneuvers.
And the last force, without which no aircraft can fly - the lift force. You can control it, and very effectively. Lift is generated due to two effects. First, due to the angle of attack. Since the incoming airflow hits the aircraft's surface at a certain angle ("angle of attack"), a vertical component arises, "pushing" the aircraft upward. This component is the main one in modern jet aircraft. But there is another component in lift. The wing profile is designed so that the airflow that flows over the wing's upper surface is somewhat faster than the airflow that flows under the wing.
From physics, you may remember Bernoulli's principle, which states that the higher the speed in the flow, the lower the pressure in it. Therefore, it turns out that the air pressure under the wing is slightly higher than above it. As a result, a lift force acts on the wing. This component plays a significant role in low-speed aircraft, particularly in propeller-driven planes, and even more so in gliders. By the way, this is why the ratio of wing area to the total area of the aircraft in propeller-driven planes is much greater than in jets, and in gliders, it is maximized. This is also why many aircraft have variable wing geometry (so that jet aircraft can fly at low altitudes at lower speeds by increasing wing area). Thus, effective aircraft control in combat and effective maneuvering boil down to effectively managing and utilizing this "four forces," and how well they are used in one aircraft and poorly in another depends on the dynamic characteristics of the aircraft itself, that is, on what the designers have put into it.
Flight Energy.
Let's start by saying: a pilot who is caught flying at low speed at low altitude is a poor pilot. True, there are situations where this is simply necessary for some specific reasons. But in general, he has too few options for fighting the enemy. After all, in air combat, speed determines much. He cannot quickly gain speed (air resistance is high at low altitudes), nor can he dive, accelerating due to gravity. Also, note that the thrust of a jet engine depends on how fast the burnt gases are expelled. And they are expelled poorly at low altitudes, as there is surrounding air pressure. Jet engines develop thrust best at altitudes around 10 km, where air pressure is relatively low. So, speed is life for a pilot in air combat, and its absence is death. Low altitude and low speed is a deadly combination.
There is another unpleasant aspect of flying at low altitudes. In trying to maintain speed, pilots increase thrust to the limit and engage afterburners. As a result, firstly, fuel consumption increases (which can also lead to mission failure), and secondly, engines running at full power are such a glorious beacon for infrared-guided missiles that one can only wish for.
From this, the conclusion is: if you absolutely must fly at low altitude, then gain altitude in advance and "exchange" it for speed during a dive without forcing the engines. Even a gentle and brief descent allows the aircraft (jet) to reach high speeds. Altitude is necessary for you like a reserve of electrical energy in a battery. It can be gradually accumulated and used when needed.
Another situation where your aircraft may lose speed and become easy prey for the enemy occurs if you unnecessarily execute turns with high overloads. Even very maneuverable aircraft cannot remain "banked" at an angle close to 90 degrees for long. Try it on some simulator and see how quickly speed drops. At this point, by the way, the aerodynamic lift force becomes horizontally directed, and there is nothing to counteract the force of gravity. The aircraft is at risk of "stalling." In many gaming programs, this is warned with a message that a "stall" occurs.
And the most natural way to reduce horizontal speed is to climb steeply. In doing so, by the way, altitude is gained, which can later again be "exchanged" for speed (this is like saving money in a savings bank). But there is a risk here. The higher you climb, the more visible you become to the enemy's electronic eyes and the more vulnerable you are to ground-based air defense systems. As a pilot, you choose what is more important to you at the moment. This depends on what kind of machine you have, what your mission is, and additionally, what the nature of the enemy's threats is.
Situation Analysis.
Controlling the energy of your flight is a necessary element of any aerial operation, especially important during air combat. But in actual combat, this is not enough. You must not only monitor the energy state of your aircraft but also carefully track all of the enemy's actions. You must always be aware of what is happening in the sky and quickly yet accurately analyze the situation.
This is the foundation of air combat. A typical mistake made by novice pilots is that they are so engrossed in the behavior of their own aircraft that they lose track of the puzzle that the enemy is weaving around them.
Engrossed in the "hunt" for an elusive target, they forget about other dangers and find themselves with a "bandit" on their tail when it is already too late. Here, radar helps, and some simulators allow you to turn on the "look back" feature. Moreover, in some programs, there is a second crew member who can timely warn of threats from behind. But, regardless, you should keep the situation in mind and understand what is happening behind you, even if there is no "look back" feature in the program, especially since in the heat of battle, there is no time to switch screens.
Another mistake made by novice pilots is that they naively approach air combat as a two-dimensional battle, even though it is clearly three-dimensional. You must learn to use the third dimension as quickly as possible, even though there is insufficient information about it on flat radar screens. You should master the technique of fighting not only in the horizontal plane but also attacking from different altitudes.
Despite the fact that modern aircraft are filled with electronics designed to assist the pilot, the human factor has been and remains the main factor in air combat. The pilot's ability to quickly analyze the situation determines his success. Strangely, but factually, despite the enormous progress in aviation over the past eighty years, the fundamentals of air combat have remained the same. Jet engines and guided missiles have made this fight very swift, but the essence has not changed at all. Electronics are electronics, but air combat is always a duel between two men and depends not so much on how equipped the aircraft is but on how prepared the pilot is. The more experienced one always wins, even if his aircraft is somewhat outdated.
In practice, it often happens that numerous auxiliary systems not only do not simplify the pilot's life but, on the contrary, complicate his task.
The noise they produce is deafening and distracts him from the most important things. Imagine a situation where onboard electronics issue a message about the launch of surface-to-air missiles at the aircraft. At that moment, all nerves are on edge, and maximum concentration is required, yet there are messages from the co-pilot coming through the intercom, readiness lights for combat armaments are blinking, something is flashing on the radar screen, and there are commands coming from the ground. At these moments, the pilot experiences such a nervous strain that his brain becomes blocked, and information does not reach him.
During the Vietnam War, many American pilots made it a rule to immediately turn off most onboard systems after takeoff and take primary responsibility for analyzing the situation (we do not know if there was a similar practice among our pilots in Afghanistan). Yes, modern equipment for fighter-bombers is certainly good, but the main thing remains the human, his skill, and his instinct for self-preservation, which allows him to think and act beyond the possible.
One of the main qualities instilled in interceptor pilots is a sense of self-confidence, the awareness that he is the best.
Without such a feeling, it is better not to enter air combat. On the other hand, it never borders on arrogance, carelessness, and slowness. An experienced pilot, no matter how focused he is on the attack at a critical moment, is still well-prepared enough to instantly assess the degree of risk and make the only correct decision.
Stages of Air Combat.
From movies, we imagine how air combat occurs. Two aircraft perform complex maneuvers in the air to get behind the enemy and strike him from the rear hemisphere. However, this is far from the entire air battle; it begins much earlier. The losing side has usually lost before the aircraft have engaged in this dizzying tangle. However, at that moment, they are still unaware of it.
In air combat, five main stages can be identified:
1. Detection.
2. Closing.
3. Attack.
4. Maneuvering.
5. Divergence.
DETECTION. This is a rather critical phase of the upcoming air battle. You cannot hit what you cannot detect. The fact that modern air battles occur at enormous speeds and last only minutes and seconds leaves pilots no time for prolonged reflection and decision-making. Therefore, anticipating the enemy's actions by even a few seconds is of immense importance. Early detection of the enemy allows you to begin preparatory maneuvering first and perhaps even catch him off guard. And when you are detected, the initiative will already be in your hands.
Modern aircraft are equipped with powerful radars capable of detecting enemies at distances of over 100 kilometers. On the other hand, speeds are such that this distance is covered in a very short time. Early detection of the enemy allows you to assess the situation more accurately, gives you time to make the best decision, and prepares you for its execution, and generally contributes to a better understanding of the situation in the air.
When you detect the enemy (visually or via radar), you must not lose sight of him for a second. At modern speeds, an aircraft in the sky appears as a tiny rapidly moving dot.
Distraction for even a fraction of a second can cost you the loss of sight of him, and then the entire detection procedure will have to be repeated from the beginning, which may already be too late. Statistics from all wars from World War I to the present show that most aircraft were shot down not in equal aerial duels. In most cases, the victim was shot down before it could detect its hunter. The factor of surprise has been and remains the most important factor in air combat, so stay alert.
American pilots in Vietnam had a saying: "It's better to have MIG at six than no MIGs at all."
By the way, the term "at six" is sometimes used in simulator programs, for example, in messages from the co-pilot. It comes from the idea of a clock face. If you imagine a clock where 12 o'clock points in the direction of your flight, then 6 o'clock ("six") is right behind you.
CLOSING. This is the second stage of air combat. At this stage, you must make a series of responsible decisions that may later determine the outcome of the battle.
After the target has been detected, you must determine its affiliation ("friend or foe"). The second decision is to assess the situation and calculate whether it is worth engaging in a fight.
Usually, before starting the closing maneuver, long-range missiles are fired at the enemy aircraft, guided by the reflected beam. Both sides can do this. This establishes the first contact; this is how relationships are formed before closing. Using such missiles at long distances is convenient, as it is easy to keep the enemy aircraft within a narrow range of angles and illuminate it with your radar beam. The preliminary launch of missiles limits the enemy's maneuvering options, forcing him to deal with what feels like two or three opponents, making it harder to make precise tactical decisions for closing. Those who survive such an initial exchange of fire can continue the closing phase. When you have decided that a fight is on, you should forget everything and focus solely on it. The main goal of the closing phase is to reduce the distance to the enemy so that when entering the firing zone, you are in a better position. Here you must instantly make the right decision and begin its execution. The best position you could take is, of course, the "six o'clock" position. If you get behind the enemy, he will have enormous difficulties. Not only will you be able to confidently pursue the enemy, replicating his maneuvers, but you will also deprive him of the opportunity to use onboard weapons, which are usually designed for use in the front hemisphere. However, be cautious. You should accurately assess both your speed and that of your opponent. A small "overshoot," and you will switch places.
If the enemy was detected via radar, you can be sure that the enemy is aware that you are somewhere nearby. Modern aircraft have systems for detecting that an aircraft has been "illuminated" by enemy radar. However, the fact that the enemy is aware of your presence does not mean that he knows where you are and what you are doing. So, you always have a chance to start the closing maneuver before he has time to analyze the situation.
To some extent, the closing itself may depend on what battle plan you have adopted. The term "closing" does not necessarily mean that you need to get as close to the enemy as possible. Sometimes the closing phase ends when the aircraft are still several dozen kilometers apart. It can be conditionally considered that closing ends when the aircraft are within normal visibility. In other words, closing ends when all your weapon systems, including close-range systems, can operate against the enemy aircraft.
At the closing stage, you must not forget for a second that the enemy has the same tasks, and what is advantageous to him is not advantageous to you.
Therefore, at the closing stage, your main ally is speed. Thanks to it, you carry out your actions as quickly as possible, shortening the enemy's time for reflection and execution of his plans.
When the closing ends, you move on to the third phase of air combat, which can unfold differently, depending on how the closing ended. In principle, three situations are possible: when you have gained an advantage as a result of the closing, when you have ceded the advantage to the enemy, and when both sides are equal (the closing ended in a "draw").
ATTACK. If as a result of the closing you have gained a superior position, then everything proceeds simply. You need to perform the necessary operations to target your combat weapon, press the buttons, and remember to dodge enemy debris.
It is quite a different matter if the dominant position belongs to the enemy. Here your task is to shake the enemy off your tail at the first opportunity and switch places with him. At the very least, you must use your maneuvers to make it as difficult as possible for him to aim.
If neither you nor your opponent gained decisive superiority as a result of the closing, then maneuvering for both sides is just beginning. The losing side will be the one that makes the first mistake. There is likely no second chance to correct it, so make sure it is not you who ends up being the loser.
MANEUVERING. If someone is destined to make a mistake and perish, it is most likely to happen at this stage. Whoever incorrectly chooses the necessary maneuver or executes it carelessly will give the opponent an invaluable chance for victory. This phase of the battle is what is most often shown in movies, when the opponents' aircraft intertwine in a puzzling tangle in search of the right moment to launch a missile or unleash a burst from a gun.
The maneuvers used during this phase have been known for a long time. These are standard aerobatic figures, and it is probably impossible to invent something new here. The key is the correct choice of the necessary figure and the meticulous execution of it. If you want to win in aerial battles, you need to practice executing these figures well, but not only that... You also need to learn to easily recognize the maneuvers initiated by your opponent so you can respond in time.
The main goal of maneuvering is to get behind the opponent, and when that is achieved, the second goal is to stay there until the enemy is shot down. But all this is easier said than done, as the enemy has the same objectives. Your task in executing maneuvers at high speeds is significantly complicated by the overloads that occur during turns. If a modern aircraft can withstand overloads of ten "g," then for the pilot, an overload of 5-6 "g" already becomes significant. In a steep turn, the body is pressed into the seat, and even the simplest push of a button becomes a challenging task. It is said that when the overloads are directed downward, blood drains to the legs, and vision darkens, while when they are directed upward, blood rushes to the head, and the eyes are flooded with a crimson veil, with the first case being better than the second. Keep this in mind while executing steep turns, and now we will look at some basic maneuvers.
COMBAT TURN. This maneuver allows you to quickly change your flight direction and disrupt the opponent's attack by breaking his aim. A combat turn is performed with a bank of 90 degrees, while the turn radius is kept as small as possible considering allowable overloads. Since speed significantly decreases during this maneuver, the opponent, who does not react in time, may overtake you. Do not miss the opportunity to "get on his tail."
Even if the opponent can replicate your maneuver and does not lose his advantage, you will still typically deprive him of the ability to accurately apply his weapon. And even if you do not escape from the enemy, the combat turn will still give you time to think about the situation and prepare another maneuver that you will initiate immediately after exiting the combat turn. You will never be able to win if you only defend. Usually, a combat turn begins a series of maneuvers, at the end of which will be your attack.
EARLY TURN. If the closing phase ends with a head-on attack, this maneuver can prepare an approach to the enemy's tail.
Your task is to anticipate which direction the opponent will turn and to turn a little earlier in the opposite direction. Maneuver - double. Thus, after turning right, you will soon need to turn left, trying to get behind the opponent. It is possible to anticipate where the opponent will turn to some extent if a missile has been launched at them from a long distance. If the missile, for example, is in the right hemisphere, the opponent will most likely turn left. The maneuver is designed for inexperienced opponents who may be slow to respond.
SCISSORS. This is a series of turns and counter-turns, with the same goal - to get behind the opponent. This maneuver is particularly common after a head-on approach when both opponents have turned in the same direction. The main task is to let the opponent get slightly ahead, which requires reducing speed to the minimum possible. The one who stays behind should win this fight. Engine thrust is reduced to a minimum, flaps can be used, but precautions must be taken against the aircraft stalling and entering a spin.
BARREL ROLL. This is a series of rolls over the wing, but the direction of the aircraft's movement must remain constant. The main task is to increase the air resistance and slow down. If the opponent is "hanging" behind, they may inertia "fly" past, and you will switch roles.
TURN-IMELMANN. This maneuver is named after Max Immelmann, a German ace from World War I, who introduced it into practice. "Immelmann" is a half-loop with a half-barrel roll. The starting position is horizontal flight, with the nose possibly slightly raised. To execute this maneuver accurately, good speed is required. In flight simulator programs from World War I, this maneuver is performed very rarely - aircraft did not have sufficient speed.
The maneuver is performed simply: the stick is pulled back to the limit, the aircraft climbs steeply upwards, and if speed was sufficient, it goes into a loop. At the top of this loop, the maneuver is completed. Since the aircraft is flying upwards at this time, it can return to a normal position with the help of a half-barrel roll. This is a very effective maneuver, as it allows you to change the direction of movement by 180 degrees, gain altitude, and prepare for a surprise attack. The downside is the need for high speed and significant deceleration of the aircraft. The opponent can hit a slow target with missiles or use the loss of speed to safely exit the fight.
ROLL. This is exactly an Immelmann in reverse. If you do not have the speed to perform an Immelmann, you can do the same, but perform the loop downwards, starting from a dive, where the necessary speed will be gained. The difference is that if the half-barrel in the Immelmann is performed after the maneuver, here you need to roll before entering the maneuver.
The limitation for this maneuver is the need for altitude reserve. If there is none, the maneuver is inapplicable.
LOOP. This is a complete circle in the vertical plane. As you can see, a loop can be considered a combination of an Immelmann and a roll or vice versa. The maneuver is convenient because as a result, you can not only let the opponent go ahead, but also because when exiting the maneuver, your weapon is already in a position suitable for combat use. Whether to start the loop with a roll or, conversely, with an Immelmann is up to you; it depends on the specific situation. Your altitude and speed, as well as the position of the opponent, are taken into account.
DISENGAGEMENT. This is a critical part of aerial combat. Of course, the best way to exit is to shoot down your opponent. But for various reasons, this may turn out to be impossible. Perhaps you have run out of missiles, perhaps you have realized that you cannot win this fight, and the aircraft is very expensive, so it is worth trying to save it. Perhaps you are running low on fuel. There can be many reasons, but sooner or later, the moment will come when you start thinking about how to "get out of this mess."
Given the high speeds of modern air-to-air missiles and their considerable range, exiting a fight turns out to be much more difficult than entering it. You must first somehow break away from the opponent and try to increase the distance between you before they realize what you are planning. This requires precise calculation, without which you can perish while attempting to escape.
If your opponent has no missiles (simulator from World War II, etc.) or if they have already expended them, the task becomes significantly easier. It is only important to exit beyond the effective range of cannon and machine-gun fire. Even if they get "on your tail" and intend to escort you home, that is their business; the harm will be minimal.
An opponent armed with missiles has much longer "arms." Even if your exit from the fight was successful, you will still receive a final farewell missile launch, and you cannot prevent this, although, of course, missile defense systems and skillful maneuvering can save you.
If you have accurately calculated your fuel reserves, full engine thrust will help you when exiting the fight, and perhaps afterburner (if provided by the program) may also help. It is also possible that your opponent has fuel problems too, so they may not dare to pursue - they also need to get back to their base. By the way, for this reason, you should exit the fight not in any random direction but specifically towards your base.
One of the most convenient maneuvers for exiting a fight is a roll, especially if the dive down is performed with full thrust and afterburner.
If, however, you perform a combat turn with horizontal speed reduction before the roll, this is an excellent combination not only for "breaking away" but also perhaps for getting rid of the last missile launched in pursuit.
Gun combat. ~~~~~~~~~~~~~~~~~~~~~~~~~~~
The peak of battles using this type of weaponry occurred during the Korean War, and about fifteen years later, it faced a temporary "decline." By the beginning of the Vietnam War, theorists both in our country and in America concluded that the era of missile weapons had put an end to machine guns and cannons in aviation. They assumed that now, to hit an enemy aircraft, it was enough to have a radar on board and press the right buttons in time. Then the guided missile would do its job, and the opponent would not be able to escape.
The basis for this conclusion was the idea that at the enormous speeds of aircraft, their battles at distances of two to three kilometers are highly unlikely, and at greater distances, neither cannons nor machine guns are effective. Moreover, they believed that aircraft would not be able to come within visual range (a typical battle from the Korean War), as onboard missile armament would prevent this. The Vietnam War convincingly demonstrated how wrong they were. Pilots quickly learned to maneuver and avoid threats from guided missiles, and aviation cannons once again became an important element of aerial combat. Moreover, practice showed that high speeds of aircraft are characteristic of the stages of approach in aerial combat, but once they engage in a duel, each pilot strives not to increase speed but to decrease it to get "on the opponent's tail." The speeds of aerial combat turned out to be clearly exaggerated. Everything that was true since World War I remained unchanged. The art of working with cannons and machine guns still revolved around getting behind the opponent (where they cannot shoot back) and delivering a close-range burst of lead into them.
In addition to the "six o'clock" position, the gun can also be used while at an angle to the direction of the opponent's aircraft. In this case, shooting should be done with some lead on the course of the opponent's aircraft, and the fire is of a suppressive nature. The most convenient way is to place a cloud of shells in front of the opponent and wait for them to fly into it themselves.
Air-to-Air combat ~~~~~~~~~~~~~~~~~~~~~~~~~ Modern aircraft are equipped with two types of guided missiles, which differ by their guidance systems:
- with radio-electronic guidance heads;
- with infrared (thermal) guidance heads.
Each of them has its own advantages and disadvantages; it is necessary to know them and correctly apply one or another type of weapon in a specific situation.
RADIO-ELECTRONIC GUIDANCE SYSTEM. Missiles of this class have two main categories: with semi-active guidance heads and with active guidance heads. The former require that the aircraft that launched them continues to keep the opponent in the crosshairs throughout the missile's flight and "illuminates" them with its radar. The missile is guided by a beam reflected from the opponent's aircraft.
This method of guidance is somewhat inconvenient, as you must constantly "lead" the opponent, but first, at long ranges, this is not so difficult, and second, the aerodynamics of these missiles is simpler (they do not require such high maneuverability as close-range missiles) and the electronics are simpler as well. Additionally, there is the possibility of coding the illuminating signal and analyzing the Doppler effect by the receiving head to differentiate signals from the target and from passive jamming, and not let the latter through the receiving head's filters.
Missiles with active guidance heads emit their own signal and catch its reflection from the target. They are more convenient, as your task is reduced to preparing them for combat, and once the target is "locked," they can be launched and forgotten. After launching them, you can continue your maneuvers.
THERMAL (INFRARED) GUIDANCE SYSTEM. These missiles are guided by the thermal radiation emitted by the opponent's aircraft. They are very convenient at short distances of several kilometers. They also do not require tracking from the pilot and will select the target with the highest thermal radiation within their field of view.
In close air combat, they should be used with caution, as they do not care who to target - the opponent's aircraft or your own. Early models did not have high reliability; for example, they often "locked onto" the sun or the reflection of sunlight in the upper layers of clouds and lost the target. Modern missiles are much more reliable, and even thermal "flares" may not always be able to divert them. The latest models can clearly distinguish the hottest areas on the enemy aircraft. They can be launched at the target from any angle, not just from behind. Such models easily avoid passive jamming, and the only way to escape from them is through maneuvering.
If you are under missile attack. ~~~~~~~~~~~~~~~~~~~ Your first task is to avoid enemy missile attacks, especially "Surface-to-Air" missiles. They are smarter than their air-launched counterparts and are not so easy to fool. If the simulator program allows you to choose a route for executing the flight mission, you should think about how to plot it while avoiding dangerous areas as much as possible (which are usually well-known thanks to aerospace reconnaissance).
But this is not always possible. Sometimes your mission target is so well protected (for example, Baghdad during Operation Desert Storm) that it is impossible to break through without bypassing ground launchers.
Special systems constantly monitor the radio-electronic situation around your aircraft. They alert you that you are in the beams of an enemy radar. In many programs, they also warn you that an air defense missile has been launched (this can be a sound signal or a text message on the screen). You are often warned of an approaching enemy missile. In this situation, you have two options: start a counter-missile maneuver or use passive jamming. If you decide to use a counter-missile maneuver, refer to the section "Situation Analysis." The essence is that you must always be alert and ready at any second to implement your escape plan from enemy missiles. If, after the signal of an approaching missile, you start thinking about how to escape from it, you will be a dead man. You should have thought earlier, when there was no threat, and now you must act.
You can use the same maneuvers we discussed when considering aerial combat to evade missiles. However, it is a bit more complicated here since missiles fly faster than aircraft, and their electronics do not hesitate like a living pilot's brain, so they do not waste time unnecessarily.
On the other hand, it is also simpler. After all, you only need to fool the missile once; it cannot return. Therefore, for all situations involving missile evasion, you can work out one set of maneuvers, perfect it, and apply it automatically all the time. If you hone your actions properly, you will be able to escape from missiles quite confidently without losing general direction towards the target of the flight mission.
First of all, do not lose your head and do not panic. Since the missile flies faster, it also has a larger turning radius than you, and you have a chance to escape from it.
If the missile approaches you from the rear hemisphere, you can make a sharp turn along a path that will remain entirely within the path along which the missile will turn. The important thing here is the precise timing of the start of the turn. It is better to start the maneuver at the last possible moment. If you start it too early, the missile, acting on the "scissors" algorithm, will be able to track your maneuvers. Well, if you start the maneuver too late... you understand.
If the missile approaches you at an angle, you can perform a turn maneuver in the direction of the missile. The task here is to ensure that the angle between the direction of the missile's movement and your direction is obtuse and remains so. Then, in the end, you will again be inside its turning radius, and it will safely pass you by. If the missile approaches from the front, the process of evading it is two-stage. You need to make an incomplete combat turn (90 degrees) and then follow the same technique described in the previous paragraph.
Setting up passive jamming. ~~~~~~~~~~~~~~~~~~~~~~~~~ Passive measures against guided missiles mainly come in two types: dipole reflectors and infrared flares. There are also decoy targets, but they are quite heavy and are therefore not used on tactical aircraft, instead being employed on strategic bombers.
Dipole reflectors are placed in containers and suspended under the wings. They are strips of cut metal foil, the sizes of which are calculated to effectively reflect radio radiation of a given wavelength. Such passive jamming can "blind" the missile's guidance head and divert it from the real target. The main problem is to deploy the jamming exactly when needed, not earlier, not later. If you do it too early, the missile will switch to the aircraft, and if you do it too late, the jamming will not have time to work. The best result is achieved by deploying the jamming when the missile is about five kilometers away from you.
Infrared flares are designed to divert missiles with thermal guidance heads away from the aircraft. They are fired in bursts of several at once. The burning time of thermal flares is short - about 5 to 10 seconds. During this time, the guided missile should "pick up" the false target and lose the real one. However, after the pseudo-target has completely burned out, the missile may start searching for a target again, and if you have not performed any maneuver, its new target could very well be your aircraft again. Since the supply of infrared flares, like that of dipole reflectors, is very limited on tactical aircraft, they should be used wisely and economically.
In conclusion, a practical piece of advice. A true pilot should not trust their life to such unreliable means as passive jamming. Jamming is certainly good, but counter-missile maneuvering is much more reliable. If you are working with a flight simulator, the reasonably reliable operation of passive jamming is ensured only at the lowest difficulty levels; at higher levels, you will be shot down fifty times out of a hundred if you rely on such protection.
Contents of the publication: Spectrofon #01
- Вступление - Юрий Матвеев
The editorial note introduces the first issue of 'SPECTROFON' magazine for ZX Spectrum enthusiasts. It highlights the potential of the ZX Spectrum in Russia, emphasizing local advancements like the IS-DOS operating system. The editor encourages collaboration and innovation among Russian developers.
- Экспертиза
Analysis of the game 'Enigma Force' from Beyond 1985, focusing on its complex controls and challenging missions. Players manage a team of four characters with distinct skills, using pictograms for commands. The article provides guidance for completing three main missions: allying with the Center's staff, neutralizing General Zoff, and escaping on his shuttle.
- Дебют
Discussion of challenges faced when starting complex games due to lack of proper instructions. Examination of two games: 'Driller' and 'Kayleth', detailing gameplay mechanics and unique features. Provides basic gameplay guidance for 'Driller'.
- Дебют
Description of the game 'Kayleth' by Adventure Soft, inspired by Isaac Asimov's themes. The plot involves a player controlling a robot facing existential threats and overcoming challenges. Tips are provided for navigating the game's mechanics and storyline.
- Экзамен
A regular column presenting puzzles related to games featured in the magazine's sections. The current challenge involves identifying the location of a boat in the game 'DRILLER' using a provided image. Correct answers can earn a free copy of the next magazine issue.
- Обзор
A review of the current state of gaming software for ZX Spectrum in Moscow, highlighting the delayed arrival of Western games. Criticism of local remakes like ELITE-3 and LASER SQUAD's fan scenarios. Discussion on the issue of game hacks offering 'infinite life' and its impact on gaming experience.
- С миру по биту
The section invites readers to submit letters with observations and comments. Initially, the mailbox was empty but will soon fill up. Readers can address their inquiries to a provided postal address.
- Горячий привет - Сергей Симонович
Detailed description of aerial maneuvers and tactics for flight simulators, focusing on strategies like scissors and Immelmann turn. Discusses air combat evolution from gun-based to missile-based warfare. Insights into missile evasion and electronic countermeasures in modern air combat.
- Система
Introduction of 'ADVENTURE BUILDER SYSTEM' for creating adventure games. ABS is a framework requiring programming knowledge, not a complete product. Guidance provided includes example files and a detailed study plan.
- Реклама
Details for purchasing the SPECTROFON electronic magazine for Spectrum-compatible machines and distribution licensing. Information on becoming an official distributor in Russian regions. Contact information for purchasing software and advertising in the magazine.
