56th Fighter Group

This chapter is designed to familiarize you with the F/A-18E’s advanced sensor and weapons systems. Since the

Super Hornet is a strike fighter, both air-to-air and air-to-ground systems are covered. This information should

provide you with the basic tools you need to complete any type of mission you may encounter in the game.

Basic Fighter Maneuvers (BFM) are not covered, as we felt it was more important to cover the aircraft’s systems

in depth within this manual. There are many excellent books on BFM available for those that seek more

information of this topic. Two examples are Robert L. Shaw’s superb Fighter Combat: Tactics and Maneuvering and

Mike Spick’s equally superb The Ace Factor: Air Combat and the Role of Situational Awareness.

The primary role of fighter aircraft has always been to hunt down and destroy other aircraft. Your F/A-18E has a

host of advanced systems to help you accomplish this task. The Super Hornet may not be the fastest or most

maneuverable aircraft in the sky, but it has the most sophisticated avionics and carries the some of the most lethal

Since the Air-to-Air radar is your primary means of detecting and tracking targets, it is described first. Your

Targeting FLIR pod also has the ability to track targets, and is described next. Finally, the HUD and MDI pages for

The APG-73 Radar is a coherent, X-band, multiple PRF, multi-mode attack radar with sophisticated electronic

counter-countermeasure features. It provides rapid acquisition of short-range targets and has an excellent

capability against long-range, high closing rate targets. For those of you that are now saying "huh?", the Advanced

Topics paragraphs at the end of this section should help you better understand some of these features.

One of the first concepts you must understand to effectively use your radar is how to control your radar antenna.

The antenna is an electrically powered device located in the nose of your aircraft, scanning both back and forth

and up and down. A maximum of 70° is scanned to either side, so obviously the radar cannot see targets located

behind you. The antenna can also scan vertically in set steps known as "bars"; the radar scans across one bar,

moves up several degrees, and then scans the next bar in the opposite direction. Finally, the center point of the scan

is adjusted up and down to a maximum of ±60°. Again, this means that your radar cannot see targets directly above

Where does time fit into all this? It’s simple, really. The antenna is scanned at a set speed, which is optimized to

provide the best target detection under all circumstances. Since the antenna scan rate speed is fixed, scanning a

large area takes longer than scanning a small area. Scanning a smaller area also provides faster updates on any

targets detected in that area than would a larger scan. Things can happen quickly in air-to-air combat, and you

always want to balance how much area you are scanning against how quickly the greatest threats are closing on

In Jane’s F/A-18, antenna side to side, or azimuth, scan setting is usually controlled by MDI PB 19. Some A/A radar

sub-modes have azimuth scans that are fixed and not adjustable. For those A/A sub-modes that allow the elevation

The elevation scan angle is important to consider as well. By default, the radar scan is centered on the horizon and

stabilized so that aircraft climbs or dives keeping the antenna scanning back and forth along the horizon. This

works great for detecting targets that are close to your altitude, but targets that are greatly above or below your

altitude might fall outside your scan and be missed. In this case you might want to adjust your antenna up or down

a degree or two. A couple of degrees may not sound like much, but as range increases it can have a dramatic

difference on what you see or don’t see on your display. The Elevation scan angle is changed using the following

The MSI concept used on the F/A-18E takes target information from various sensors, correlates them and displays

the result to you as fused MSI trackfiles. MSI trackfiles are displayed on the A/A Radar page and the Situational

Awareness (SA) page. Sensors that contribute to MSI trackfiles are the Radar, Targeting FLIR, and Data Link

The radar supports up to 16 MSI targets. The first eight targets display as HAFU (Hostile, Ambiguous, Friendly,

The remaining eight MSI targets display as Low Priority Targets (LPT), which looks like a + symbol.

HAFU symbols for datalink identified targets display inverted. For example, if both your aircraft and the AWACS

identified the same target as Friendly, the symbol would look more like a completed circle. Additional data for a

In Range-While-Search (RWS) and Track-While-Scan (TWS) sub-modes, a target is designed (selected) as the

Launch & Steering (L&S) target. This offers certain advantages to you, since weapon attack and target symbology

is generated for the L&S target on the HUD and on the Radar page exactly as if the radar were in Single Target

Track (STT). This can allow you to maneuver your aircraft to the optimal firing position without alerting the target

A specific target is designated as the L&S target using one of two methods. The most obvious way is to assigned

TDC control to the Radar page and slew the radar acquisition cursor over a target blip. The TARGET_DESIGNATE

[] keyfunction is then used to create the L&S target. The second and easiest method is by using the

TARGET_UNDESIGNATE [] keyfunction. When there is not an L&S target, initial selection of TARGET_

UNDESIGNATE causes the target closest to your aircraft to be designated the new L&S target. With an existing

L&S target, selecting TARGET_UNDESIGNATE causes the L&S target to step to the next undesignated target.

The only way to completely delete the L&S target is by using the radar Reset (RST) option on the Radar page. If

the L&S target is manually designated a second time, or if Auto Acquisition (AACQ) mode is enabled (using the

The Iron Cross appears in the lower left corner of the radar page in either A/A or A/G modes whenever the radar

transmitter is not operating. Situations that display the Iron cross include the following:

The A/A Radar page is the primary sensor you use to detect, identify, track, and attack

airborne targets. There are three categories of sub-modes: search, track-while-scan

(TWS), and single target track (STT). Each of these sub-modes uses elements of the basic A/A radar display.

Radar Sensitivity Indicator: Lower values indicate reduced target detection, acquisition and tracking ranges. The

sensitivity indicator decreases in high clutter areas such as when flying at low altitude or in the presence of

Antenna Elevation Scale and Caret: The antenna elevation scale indicates ±60° of antenna elevation. The scale is

graduated in 10° increments in the range of ±30° of antenna elevation, with the full ±60° range being displayed

over the entire tactical region of the radar display format. The elevation caret moves on the scale to indicate

Target Differential Altitude: The altitude of the target above (positive) or below (negative) your aircraft, in

Radar B-sweep: The B-Sweep line denotes the current azimuth position of the antenna, and moves back and forth

Radar Sub-mode: (PB 5) Available in RWS, VS and TWS sub-modes only (not STT) and provides the means to

Radar Operating Status: One of the following displays, based on current radar status:

Elevation Bar Setting Cursor Bearing & Radar Silent Frame Erase Aircraft Heading

Elevation Bar Setting: (PB 6) Toggles through each available radar antenna elevation bar setting.

Cursor Bearing and Range from Bullseye: Displays the bearing (in degrees) and range (in nautical miles) of the cursor

Radar Silent: (PB 7) Toggles between Radar Silent (non-transmitting) and normal operation.

Frame Erase: (PB 8) Commands the radar to erase the current target history. Any radar blip currently displayed

Target Aging Option: (PB 10) Selects the number of radar "sweeps" that raw radar targets will be displayed. Targets

will fade out as they age and will be removed once the selected number of frames has elapsed. Higher settings

TDC Assignment Indicator: Indicates that TDC control is assigned to the radar page. The TDC is assigned either by

the mouse (clicking on the display) or by using the TDC_CYCLE [] keyfunction. When assigned to the radar

page, slewing the TDC causes the radar cursor (acquisition gates) to move on the display.

Radar Range Scale: The current range setting of the radar, in nautical miles. The radar range is changed using the

Target Range Caret / Closing Velocity: Current target range is indicated by the caret symbol. The symbol moves

vertically along the right edge of the radar page and each large tick mark represents one-forth of the current

radar range. Target closing velocity (VC) in knots is displayed to the left of the range caret. It represents the

closing rate of your aircraft and the target along the target line of sight vector. If the number is positive, the

target is getting closer to you, and if it is negative, the target is moving further away from you.

Launch & Steering (L&S) Designated Target: The L&S target is identified by a HAFU containing a star in place of the

rank number. Mach and altitude information display adjacent to it as described above.

Radar Acquisition Cursor: The Radar Cursor is a set of two vertical parallel lines displayed at all times in RWS, VS,

TWS, and STT. The cursor moves in response to up/down/left/right commands from the TDC. The numbers

displayed above and below the cursor indicate the altitude coverage limits (in thousands of feet) of the radar

scan pattern for the indicated range. Targets that are located above or below these altitudes are outside the

Bullseye Point: The Bullseye reference point is displayed if one was designated in the Mission Builder and it is

Radar Grid Line Scale: The horizontal lines are velocity reference lines in the VS sub-mode and range reference

lines in all other sub-modes. These grid lines represent a quarter increment of the selected range or velocity

scale. The vertical lines are the azimuth grid lines. The center azimuth grid line represents zero degrees

(straight ahead) and each smaller line to the left or right represents 30° of bearing.

Target Hits (blips): Raw hits (blips) detected by the radar are displayed as small solid rectangles. These hits age

The Range While Search sub-mode is your basic search mode. It provides good detection of targets during both

high-closure rate, head-on attacks, and low-closure rate, tail attacks. Range scales of 5, 10, 20, 40, and 80 nautical

miles are available. The antenna scan is set to 20, 40, 60, 80, and 140 degree azimuth scan settings, and 1, 2, 4, and

6 elevation bars. RWS targets display as raw radar hits except for the L&S target (if one is designated), which uses

Azimuth Scan Setting: (PB 19) Toggles through each available azimuth scan width.

Pulse Repetition Frequency (PRF) Setting: (PB 1) Toggles through HI (high), MED (medium) and INTL (interleaved)

PRF settings. The effects different PRF settings have on target detection are discussed in the A/A Radar

Advanced Topics section. See Combat: Air-to-Air Radar: Advanced Topics: Radar PRF, p. 5-106.

AOT Zone (dugout): This area is used to display Angle-Only-Tracks (AOT). An AOT is a created when the radar

cannot determine target range (typically as a result of jamming). Only AOT trackfiles display in this zone. The

display of normal targets and associated symbology within this zone is inhibited.

ID Information Display: Target ID information is displayed here when the NCTR option (see below) is enabled.

NCTR Option: (PB 15) Toggles Non Cooperative Target Recognition (NCTR) on or off. When enabled, the radar

attempts to identify the L&S target by analyzing the radar returns of the target. The principles and limitations

of NCTR are discussed further in the A/A Radar Advanced Topics section. See Combat: Air-to-Air Radar:

MSI Option: (PB 16) When enabled (boxed), Data link targets (supplied by the E-2C) and the current A/A FLIR

target (if the ATFLIR is autotracking an airborne target) are added to the radar display as described above in

Radar Declutter (DCLTR): (PB 17) Allows for the selective decluttering of the radar display. There are two levels that

• DCLTR2: Removes the DCLTR1 symbology plus target differential altitude, target heading, and the target

Velocity Search (VS) is a secondary radar search mode that detects and displays targets based on their relative

closing speed and azimuth to your aircraft. It is very good at detecting even small targets at long range, provided

they have a high closure rate to your aircraft. VS sub-mode uses the same antenna settings (azimuth scan size and

Velocity Scale: Since VS sub-mode is a speed vs. azimuth display instead of the range vs. azimuth display of all

other A/A radar sub-modes, the range setting is replaced by a velocity scale. Two scales are selected using the

up or down arrows (PB 11 or 12, respectively), either 800 knots or 2400 knots. The top of the display represents

the selected velocity, and each major horizontal tick mark represents one quarter of that velocity. For example,

if the 2400 knot scale is selected and a target is detected with a closure speed of 1200 knots, that target displays

Track While Scan (TWS) sub-mode enables you to maintain awareness of the airspace nearby a primary target of

interest with less chance of alerting the target to your intentions than in STT sub-mode. In TWS sub-mode, the

radar scans a much smaller area in order to maintain a high update rate (every two seconds) on the primary target.

As a result, the antenna azimuth scan and elevation bar setting combinations are limited to 20° / 2 bar, 20° / 4 bar,

Up to eight targets are tracked, and ranked MSI HAFU symbols represent the targets. The L&S target is the

primary (DT1) target, and a second primary target (DT2) may be designated. Additional targets in the area are

represented as radar blips, although a radar blip temporarily changes to a HAFU symbol if the cursor is moved

over it. If there is no L&S target when TWS sub-mode is entered, the highest ranked MSI trackfile is designated

Primary Designated (DT1) Target: In TWS, the L&S target is also known as the primary designated target or DT1. If

a second target is manually designated using the TDC and designate keyfunction, that target becomes the new

DT1 target and the previous DT1 target becomes the DT2, or secondary target. Selecting TARGET_

UNDESIGNATE when both a DT1 and DT2 target exist causes them to swap designations.

Second Designated (DT2) Target: A second designated target (DT2) is designated to allow for improved multiple

target attacks. The DT2 target is indicated by a HAFU containing a diamond in place of the rank number.

RAID Option: (PB 4) Toggles between normal and RAID TWS sub-modes. TWS SCAN RAID is a "zoomed" TWS

display, centered on the L&S target. It uses a high data rate scan that increases the probability of separating

and displaying additional targets on closely spaced target groups. When TWS SCAN RAID is commanded, the

radar enters a special 3 bar 22°-azimuth high data rate scan mode centered on the L&S target.

Ranked Targets: Up to eight targets display on the TWS radar page as HAFU symbols containing their associated

rank number. The rank number is not displayed for L&S and DT2 targets since the star and diamond cue are

Antenna Scan Centering: (PB 13) Selects automatic or manual antenna scan centering. With AUT selected, the

azimuth and elevation scans and scan center are changed to keep as many radar targets as possible in the scan

volume. The scan volume and scan center are continually adjusted so that all or most of the radar targets are

With MAN selected, the scan volume is manually positioned. Initially, the scan center is positioned at the

previous AUT scan center position. The radar elevation control is used to change the scan center in elevation.

To change the scan center in azimuth, the Acquisition cursor is placed at the desired scan center (no targets

under the cursor) the designate keyfunction is selected. Note that the radar does not reposition its scan center

until end of frame. If the commanded scan center is less than one half of the selected scan width from the

antenna gimbals limit, the radar automatically re-centers the azimuth scan so that the entire scan pattern is

used. The azimuth scan width and elevation bar selection is changed to any valid TWS setting.

Low Priority Trackfile (LPT) (not shown): If there are more than eight targets displayed (including the L&S and DT2),

When the radar is in STT sub-mode, the radar individually focuses or "locks on" to the L&S target; no other targets

display. The B-sweep line is fixed at the target’s azimuth. Since the radar is tracking a single target, manual control

of the antenna settings is disabled. STT sub-mode provides the fastest target updates possible; however, your target

likely is alerted to you as well because your radar is concentrating all it’s power on that single point.

STT sub-mode is entered by either manually designating the L&S target using the TDC controls, or by using any

automatic Acquisition sub-mode (described below). STT is switched back to RWS simply by selected the TARGET_

UNDESIGNATE [] or STT is transitioned to TWS by selecting the RTS TWS (Return To Search TWS)

Automatic Acquisition sub-modes are designed to allow you to rapidly lock on to targets, in some cases by simply

pointing your aircraft’s nose at the target you wish to lock on to. The various sub-modes differ mainly in the size,

shape, and maximum range of their scan volumes. If successful in locking on to a target, each of these sub-modes

Automatic Acquisition (AACQ) allows you to rapidly transition from any search or TWS sub-mode to STT sub-mode.

Selecting AACQ (ACQ_AUTO []) does one of two things depending upon whether or not there is currently

an L&S target. If there is an L&S target, that target is locked on to. If there is not an L&S target, AACQ attempts

Selecting Boresight (BST) Acquisition (using the ACQ_BST []) commands the radar to lock on to the first target

it encounters within a narrow 3.3° circle centered on the aircraft’s waterline. BST sub-mode can lock on to targets

Vertical Acquisition (VACQ) is designed for use during turning engagements where the target is located well above the

nose of your aircraft. The radar antenna scans vertically up and down instead of the normal side-to-side motion.

Gun Acquisition (GACQ) sub-mode is entered automatically any time you select the Gun in A/A Master Mode when

you are not in STT. GACQ uses a 200 scan centered on your aircraft’s waterline and locks on to the first target

Wide Acquisition (WACQ) is toggled on or off using the ACQ_WIDE [] keyfunction. WACQ uses a 6 bar, 600 scan

setting centered on your aircraft’s waterline and locks on to the first target encountered within 10 NM.

The HUD displays unique symbology during the different radar acquisition sub-modes.

BST Radar Coverage: When Boresight (BST) acquisition sub-mode is selected, a 3.3° diameter dashed circle

VACQ Radar Coverage: When Vertical acquisition (VACQ) sub-mode is selected, two vertical dashed bars (5.2°

apart, centered in azimuth) display. The vertical coverage of VACQ is +47° to -13°.

GACQ Radar Coverage: When Gun acquisition (GACQ) sub-mode is selected, a 20° diameter dashed circle displays

to indicate that the radar scan coverage encompasses the total HUD field of view.

Acquisition Sub-mode: The currently selected acquisition sub-mode displays here.

Explaining even the basics of a modern radar system is a task that could fill this manual many times over. However,

in order to give you a better understanding of how best to use your radar, we felt that some additional details would

be very helpful, and perhaps give a better appreciation of all the behind-the-scenes modeling that that takes place

The choice of PRF is perhaps the most critical parameter any real life radar designer must deal with. All other

conditions remaining the same, the PRF choice determines how well the radar can measure range and closing

velocity as well as how well it can reject ground clutter. There are three generally accepted categories of radar PRF:

Low, Medium, and High. Unfortunately, there is no one magic solution among these three, as each has it’s own

• Limited maximum range (but greater than LPRF modes for the same sized antenna)

The APG-73 radar in the Super Hornet uses Medium and High PRF’s. Interleaved PRF is also available in some

sub-modes, and what this means is that for one antenna scan the radar uses Medium PRF, and as it scan back the

other way it uses High PRF. This interleaving of PRF provides the best compromise in most situations.

You may have noticed that High PRF has problems with low closing rate targets. This is because High PRF uses

Doppler frequency shift to sort targets out of the received radar return. The less closure there is between the target

and your aircraft, the smaller the target return is, and, after a certain point, a target may be lost from your display.

For this reason, a MPRF setting may be a better choice when facing targets that are not at long range.

You can also use the effects of Doppler to your advantage. By turning perpendicular to a threat radar system, you

minimize the amount of Doppler shift they can see, and you just might be able to break a lock. Using chaff in this

situation can further help you break lock, as the threat radar has a much harder time rejecting chaff when there

is little or no Doppler shift. However, don’t be surprised if an enemy Ace tries the same tactic on you.

An aircraft’s Radar Cross Section (RCS) is a value used to express how well that aircraft reflects energy back to the

radar. The important parameter here is not so much size as it is shape and material composition. Some materials

reflect radar energy very well, while others tend to absorb it. The shape is important in determining exactly what

direction the maximum amount of reflected energy travels in. So called "stealthy" aircraft use a combination of

materials and shaping to minimize the amount of radar energy they reflect at certain angles.

Your F/A-18E Super Hornet has a degree of "stealthiness," or most correctly "signature reduction" incorporated

into its basic design. Compared to the F/A-18C Hornet, the Super Hornet’s engines are almost totally buried within

the airframe. Another obvious feature contributing to stealth is the "sawtooth" shape of the landing gear doors.

Other less obvious treatments include various coatings and materials designed to minimize the aircraft’s radar

Just as the shape of the aircraft varies between the front and sides, so does the radar cross section. In general, most

aircraft have a larger cross section to the top, bottom, and sides than to the front or rear. Because of this, targets

may be detected sooner or later based upon their aspect to you, particularly if you are using a Medium PRF setting.

Electronic countermeasures (ECM) are typically used to defeat or at least degrade the ability of radar systems to

track or lock on to a target. In the real world, ECM is as much an art as it is a science. There are three main

categories of ECM that are used in Jane’s F/A-18. These three categories are Noise Jamming, Gate Stealers, and

Noise jamming raises the level of the background against which target returns must be detected, thus swamping

out all but very strong returns. However, the jammer also serves as a beacon, revealing both the presence and the

direction of the jamming aircraft. The purpose of noise jamming is to deny the radar being jammed the target

range and closing rate. Most modern radar systems cope with this type of jamming by reducing the receiver

sensitivity (and thus lowering detection range) while also providing an azimuth to the jamming aircraft.

In Jane’s F/A-18, noise jammers are either standoff jammers or internal self-protection jammers. Standoff jammers

(such as EA-6B aircraft carry) are large, powerful systems that attempt to degrade the effectiveness of all radar

systems within a certain area and along a certain bearing. Self-protection jamming systems (such as your ASPJ)

are typically used by fighter or attack aircraft to mask themselves against a single specific threat radar.

The primary difference between the two types is that the standoff jamming system is much more powerful and can

affect many radar systems along a specific axis, thus potentially masking multiple aircraft from detection. The self-protection

noise jamming system can only protect the aircraft that it is mounted on, and because it has lower

Once a radar gets close enough to a target masked by jamming, it can "burn through" the jamming and once again

Whereas noise-jamming systems affect mostly search and TWS radar sub-modes, the gate stealer jamming system

only affects STT. A gate stealer is used to prevent a radar from usefully tracking the target. In essence, the stealer

disrupts radar tracking by transmitting false target returns contrived to capture the "gate" which the radar places

around the aircraft’s skin return for clutter reduction and tracking. Once the "gate" is captured, the stealer "walks"

the return away from the actual aircraft track and then breaks the lock by transferring the "gate" to clutter.

There are two types of radar decoys in Jane’s F/A-18. The simplest is Chaff, which represents bundles of metal-coated

dielectric fibers. When released, they can hang in the air for long periods of time and create a sizable radar

return. Upon being dispensed, the chaff rapidly decelerates and except for atmospheric effects, soon have little

motion. Thus most modern radar systems can quickly reject the chaff echoes as false targets. If dispensed in

conjunction with evasive maneuvering, chaff can break the radar’s lock on the aircraft.

The second type of decoy in Jane’s F/A-18 is the TALD or Tactical Air Launched Decoy. This device, really a small

glider, is released from the aircraft similar to a weapon and mimics a real aircraft’s RCS and flight profile. Its

primary use is to trick enemy ground-based radar operators into illuminating the TALD and thus pinpointing their

Properly identifying your target is vital to ensure you are engaging an enemy and not a friendly aircraft in the heat

of battle. Targets may be identified visually, in conjunction with a friendly air traffic controller, through your

aircraft’s Identification, Friend or Foe (IFF) system, or by using your radar systems NCTR function.

Visual detection is pretty self-explanatory. Using your Mark One eyeballs, you determine what your target is by the

type of aircraft and the markings on that aircraft. The main disadvantages to this method is obvious; you need to

get close, and during the night or in bad weather you still may not figure out who or what you are up against.

Your friendly air traffic controller is your first source of information. Controllers can pass you target information

directly using the datalink system, or you can inquire about a specific contact you have locked up by selecting the

Your IFF system automatically attempts to identify your L&S target, and you can manually interrogate targets

Our system is based on a theory supplied to us by Jane’s Information Group experts. This theoretical system

operates by examining the radar signature of a target and using the engine inlet blade return as a means of

identification. Thus target aspect and altitude (the two main factors in determining what part of the target the

radar can "see") are the critical factors in determining whether or not NCTR can identify a target.

To be identified by NCTR, the target must be within the following limits with respect to your aircraft:

It also takes time for the radar to process this data. Things that affect NCTR processing time are the current mode

of the radar (attempting to identify a target in RWS takes considerably longer than in STT) and the target aspect

When the NCTR processing begins, confidence begins to count up from 0% and the ID label "UNK" appears on the

radar MDI (example: UNK 10%). Once the confidence reaches 50%, the basic aircraft type (from the aircraft

When the confidence reaches 80% or greater, a best guess aircraft type displays on the radar MDI. Example: M29

87%. The below table lists the specific NCTR ID code for each aircraft or cruise missile type in the game.

In A/A Master Mode, the Targeting FLIR (TFLIR) is integrated with the A/A sensor suite. The A/A ATFLIR consists

of three ATFLIR pointing modes and an ATFLIR Autotrack mode. When the FLIR is set to a pointing mode, it is

slewed to the aircraft boresight angle, towards the L&S target, or to a fixed Inertial Line of Sight (LOS). In

Autotrack, the ATFLIR attempts to keep the tracked target centered within the FLIR MDI page.

Boresight (BST) Slave Pointing Mode: When the ATFLIR is in the BST Slave Pointing mode, the ATFLIR LOS is

slaved to aircraft boresight. With TDC control assigned to the ATFLIR format, slewing the TDC causes the

L&S Slave Pointing Mode: When the ATFLIR is in L&S slave pointing mode, the FLIR LOS is slaved to the L&S

target LOS. If there is no L&S target, the ATFLIR is slaved to aircraft boresight. If the L&S designation is

changed to another target, the FLIR is slaved to the new L&S target LOS. If the L&S target is lost, the ATFLIR

Inertial LOS Pointing Mode: When the ATFLIR is in the Inertial LOS pointing mode, the ATFLIR maintains LOS

on a fixed position in 3D space, regardless of aircraft maneuvers, within the limits of the ATFLIR gimbals. With

TDC control assigned to the ATFLIR format (while the FLIR is in the Inertial LOS pointing mode), slewing the

TDC causes the reference point to move (i.e., a new point in 3D space is selected).

TFLIR Autotrack Mode: The ATFLIR is commanded to autotrack from any pointing mode using the TARGET_

DESIGNATE [] keyfunction. When autotrack is commanded, the ATFLIR attempts to track the object

Display Polarity: (PB 19) Toggles between white-hot (WHT) or black-hot (BLK) video polarity. With white-hot

polarity selected, hotter objects appear lighter on the display. With black-hot selected, hotter objects appear

Video Level: (PB 4-5): The video gain level is adjusted by selecting the up or down adjustment arrows. The value

LOS Azimuth/Elevation Readout: The azimuth readout example ("AZ012R") is the ATFLIR pointing angle left or

right of aircraft boresight. An "L" indicates pointing angles to the left of aircraft boresight, and an "R" indicates

pointing angles to the right. A pointing angle straight ahead is indicated by "AZ000L".

The elevation readout example ("EL023D") is the ATFLIR pointing angle relative to the aircraft waterline. A "D"

indicates pointing angles below the aircraft waterline, while a "U" indicates pointing angles above waterline. A

FLIR Status: One of the following displays, based on current ATFLIR pod status:

Field-of-View (FOV) Setting: (PB 6) Toggles between Wide (WIDE) FOV (4° x 4°), narrow (NAR) FOV (1° x 1°), and

Reticule (RTCL) Option: (PB 9) Toggles the display of the FOV reticule on or off. When the FLIR is commanded to

autotrack, the FOV reticule is automatically disabled, regardless of the RTCL option selection.

LOS Cue: The small dashed box provides a quick idea of the approximate azimuth and elevation of the ATFLIR

LOS with respect to your aircraft. The Pod LOS cue is displayed in a top down format where the center of the

display represents the aircraft (with the nose pointed towards the top of the page). The Pod LOS box is

positioned on the left or right side of the page based on the current Pod Azimuth, and the box is positioned

L&S Slave: (PB 12) Commands the FLIR LOS to the L&S target LOS as explained above.

BST Slave: (PB 13) Commands the FLIR LOS to aircraft boresight as explained above.

Field of View (FOV) Reticule: The FOV reticule marks the center of the current FOV. The wide FOV reticule is

illustrated in the example. The end bars on the wide FOV reticule indicate the size of the narrow FOV. The

Declutter Option: (PB 16) Removes the mach number, airspeed, altitude, velocity vector, and horizon bar from the

FLIR Tracking Box: When Autotrack is commanded via the TARGET_DESIGNATE [] keyfunction, the

target tracking box replaces the reticule and the FLIR attempts to track the first object that falls within the

tracking box. The initial size of the target tracking box is the same size as the ATFLIR reticule. If there is an

object within the box, the box expands and contract in size. Releasing the designate keyfunction causes the

FLIR tracking box to collapse around the target and that object is tracked by the FLIR. If no object is detected

within the box, the reticule reappears and the ATFLIR enters Inertial LOS pointing mode.

Enhanced Narrow FOV Markers: Indicates the display area that is visible with ENAR FOV. The ENAR FOV markers

	Click on picture to view	Combat spread. The core of 56th FG fighting is the wingman relationship. Our standard formation is combat spread, or line abreast. Never ever fly in line astern formation. If you find yourself in trail, make a simultaneous 90 degree turn to regain combat spread, then return to the desired heading with the use of an in-place turn, also known as the tactical turn (see below). The element in line abreast is next to invulnerable. Given a lateral spacing of 500-1000 yards, the blind spot is virtually nonexistent even in the P47-C. The team can handle multiple bandits in any direction, at any energy state. However, while cruising, if you lose separation you're blinding yourself and your wingman. Work with throttle, separation and comms to maintain the spread.
	Click on picture to view	Tac turn. The tactical turn allows the element to change heading swiftly while retaining the combat spread and maintaining visual coverage to astern. The trick is to trade places in the turn by allowing the "outside" fighter to turn first. As the "inside" fighter, still on the old heading, observe his wingman sliding into his seven or five o'clock, he too initiates the turn. It's easy once you get the hang of it. Maintain speed throughout the turn - don't lose energy by pulling too hard. You may need to work a bit with throttle, lateral separation and small changes in altitude to reform. With practice, you should be able to turn together as swiftly and efficiently as you do on your own.
		Offensive objectives. Remember that you're not flying in line abreast because it's pretty. You're there to KILL! And enjoy better security while doing it. The line abreast is not defensive, it's offensive at all times.
	Click on picture to view	Bracket attack. Bandit spotted either co-alt or slightly lower in the team's forward quarter (i.e in any position forward of the wingline). The team positions for attack by opening up separation to put the bandit in the middle. Both fighters commit to the attack using sustained inward turns. The bandit must choose to defend against either, he cannot defend against both. Endgame. If endgame does not occur, keep working with separation, and use drag&bag as necessary. Trail attack. Against an unsuspecting low bandit, or when either fighter attacks much sooner than the other, the wingman will trail into the attack. Picture a low bandit, level or climbing, or a dead six chase. Lead goes in to bounce, preferably from low six or out of the sun. Wingman hangs back, then follow up the lead's attack. If the lead misses, the wingman will get a clean, planform shot at the breaking enemy, or nail the startled bandit as he concentrates on the lead.
		Defensive objectives. Neutralize the threat and transition to the attack. If unable to attack safely, disengage.
	Click on picture to view	Cross Split. This maneuver allow a swift transition to the attack. The team spots a con at their six o'clock, his energy state may be negative, neutral or superior. It doesn't matter - you will turn the table on him regardless. Break toward your wingman, making a sustained turn to maintain E and sufficient separation. The bandit must choose either, he cannot attack both. The engaged fighter may need to perform guns defense while the free fighter convert to the bandit's six. Endgame. If endgame does not occur and the situation allows for engaged maneuvering, make sure to continue working the bandit from different directions in order to make him break or overtax his SA. If he breaks off combat, let him go unless you feel entirely safe to pursue and/or are in a position to kill him swiftly. Half Split. Same situation again. This time only one fighter (the wingman) peel off some 45 degrees or enough to keep the bandit in sight, while standing by to turn back immediately if the bandit goes after the lead. Perform guns defense if necessary. In case of the bandit going after the wingman, the lead turns in and dispose of him. Depending on relative E-states, the engagement may lead to a classic sandwich or a bracket fight as above.
	Click on picture to view Click on picture to view	Drag&Bag. Entice the bandit to follow either fighter while the other sneak up in his cold six to dispose of him before he gets into guns range. Faking an attack with the wingman in trail usually scores easy kills. Thach Weave. Primarily used when the team is too far from each other to perform any of the above, or wish to exit the general area and still clobber the bandit. Depending on energy state and the need to put distance behind you, scissor the bandit to death by reciprocating S-turns. Note that this is NOT an individual flat scissors, but a TEAM scissors which opens and closes - with the bandit in the middle. The picture shown here is not totally correct in that regard. In a true Thach Weave, you will want to make more pronounced turns. In high speed fights where you wish to extend, the turns are small unless the bandit is in firing range (which will force guns defense and lead to a 2v1 situation). Open up separation, then close it again to let yourself or your wingman to gain angles. The bandit will be totally at a disadvantage if you keep the radius small yet sufficient to gain angles, whereas you will risk head-on shots if you make big turns. Whenever the bandit stops tracking one of you (due to having to perform guns defense), he's meat on the table. How to drag.When you're desperate, don't head straight at a friend since this may force him into an unwanted an unneccessary head-on situation. Use separation and the fact that the bandit will present his cold six and set himself up for imminent eradication should he persist in chasing you. As soon as he breaks off, you're in a good position to reverse your break and exact sweet revenge - provided you're fit to do so.
		Squadron tactics. With more than one element, we're at liberty to take on vast numbers with a certain degree of security. Whenever the lead element engages, the second element must decide whether to give immediate assistance or to keep station in the most likely threat direction.
	Click on picture to view	Section in combat spread. The two elements making up the section are overlapped with the wingpair maintaining its standard separation. This formation has a rather small signature and navigates well, especially when there are lots of other ships in the vicinity. Don't confuse this with a traditional finger four, which usually has the wingman formatting much closer to the lead ship. The finger four is more suited for welded wing fighting, whereas this formation emphasizes loose deuce tactics.
	Click on picture to view	Echelon. Also known as sucked trail. Distance between elements approximately 4000 yards. Makes for a slightly less conspicious profile, especially on enemy radar screens, and retains the advantage with little added risk. Don't feel bad if you fall into elements in trail as long as you maintain combat spread within the pair. The trailing element usually comes as a very nasty surprise to bandits maneuvering against the leading pair. In the very moment the leading element engages, the trailing element is "uncoupled" and is expected to make its own snap decisions according to the situation. As a rule, maintaining separation, i.e room to maneuver, is always good.
	Click on picture to view	Sections in combat spread. Recommended distance between sections approximately 4000 yards. This gives an enormous tactical advantage in any situation. You do not wish to meet us in this configuration.

Air-to-Air Combat	Air-to-Air Radar	Radar Antenna Scan Volumes and Time	Multi-Sensor Integration (MSI) Track file symbols
Launch & Steering Target Designation	Radar "Iron Cross" Display	A/A Radar Sub-Modes	Range While Search (RWS) Sub-Mode
VS (Velocity Search) Sub-mode MDI Page	Track While Scan Sub-Mode	Single Target Track (STT) Sub-Mode	Automatic Acquisition Sub-Modes
Maneuvers & Objectives	Radar Pulse Repetition Frequency (PRF)	Electronic Countermeasures	Target Identification
Air-To_Air Targeting Flir	Basic A/A ATFLIR Page Symbols	Lag pursuit	Combat Spread
Engaging Turns	Carrier Landings	Offensive & Defensive	Wingmen Techniques