F-15 STRIKE EAGLE III

MicroProse Software
180 Lakefront Drive, Hunt Valley, MD 21030
(410) 771-1151

All Rights Reserved
Copyright 1992 MicroProse Software. Inc.
This book may not be reproduced in whole or in part, by mimeograph or 
photocopy or other means without permission,
with the exception of quoting brief passages for the purpose of 
reviews.

Printing: 9 8 7 6 5 4 3 2 1

F-15 STRIKE EAGLE III
is a trademark of MicroProse Software, Inc.

IBM is a registered trademark of International Business Machines, Inc.
F-15 STRIKE EAGLE III

Designer/Manufacture: McDonnell-Douglas (MCAIR) Role: Strike Fighter 
Crew: Two Mission Weight at Takeoff: 35 tons Engines: Two Pratt & 
Whitney 229s

FORWARD

F-15III is the most realistic and comprehensive computer simulation 
game seen to date. If somehow a computer keyboard could be retrofitted 
with a JFS handle, the simulation would be complete. With phenomenal 
skill, the programmers and artists at Microprose have created visual 
sensations up to now only available in a real F-15 fighter. Having 
flown more than a few hours in the F-15, I can attest to the accuracy 
of the instrumentation, weapons simulation and scenario development. 
The sensation of speed and adrenaline pumping feelings created by the 
enemy horde descending upon you while you alone attack targets, are 
awesome.
After playing this game I watched a basketball game and when the horn 
sounded for a player change, I was out of my seat, in the scramble 
mode. A basketball horn is the same sound as an alert Klaxon and the 
rush from the F-15 III game awakened those same sensations developed 
over the years. This is true realism!  Play this game and you are 
there.
Inside all of us, a fighter pilot exists, trying to get out. You will 
become so immersed in the realism created that you will probably begin 
to speak in short concise phrases that your mother would not approve 
of. But it is in that competitive spirit that is born a true test of 
your mettle. Can you hack it? Check six pal,--I'll be watching.
--George P. Wargo, Lt. Col.,
USAF (ret.) "Wildman"

Range: 1,200 miles
Ceiling: 65,000 feet
Max Speed at 0: 810 knots
Max Speed at 36,000 feet: 1260 knots
Maneuverability: Very Good
Cockpit Visibility: Exceptional 360 degrees

CREDITS






Producer 
Andy Hollis
3D Simulation Art 
Direction
Max Remington
Marketing Product 
Manager
Carl Knoch





Simulation Design
Andy Hollis, Jim Day, 
George Wargo
and Chris Clark
3D Simulation Art
Max Remington and 
Susan Ullrich
Director of 
Publication
Design
Iris Idokogi





Simulation 
Programming
Andy Hollis, Scott 
Spanburg, Bill 
Becker,Don Goddard, 
Ned Way and
David McKibbin
Title Animation
Frank Vivirito
Manual Layout
Judy Koelbl, Juanita 
Becker and
Susan Ullrich






Simulation Visual 
System
and Programming 
Scott Spanburg
Documentation, 
Historian
and Research Writer
Lawrence T. Russell
Manual Graphics
George Gill and Judy 
Koelbl





Interface System and
Programming
Detmar Peterke
Technical 
Documentation
Jim Day
Package Design
Moshe Milich, Ken 
Hohmen,
and Gary Almes





Installation Program
Don Goddard and 
Brian Reynolds
Editor
B. C. Milligan
Quality Assurance
Al Roireau, Mike 
Craighead,
Vaughn Thomas, Tim 
Train, Frank BrownJim 
Neal, 
David Osborn, Chris 
Hewish,
Quentin Chaney, Mike 
Rea, Mike Wise,Destin 
Strader 
and Mike Corcoran





Art Direction
Barbara Bents
Technical Consultant
Lieutenant Colonel 
George Wargo,
USAF (ret.)
Original F 15 Game 
Design:
Sid Meier





Sound Effects
Ken Lagace, Jim 
McConkey,
Scott Patterson And 
Ronald .J Rizzo
Original Music
Jefferv Briaas






Art
Barbara Bents, Frank 
Vivirito, 
EdwardBendetti, Andy 
Laken, 
Erroll Roberts,Murray 
Taylor, 
Artino and Stacey 
Clark
Voice 
Characterization
Evette Bazzell and 
George P. Wargo
Photographs Courtesy 
of:
Hans Halberstat and 
Randy Jolly, 
Arms Communications, 
Jane's Defense Group
and SSG Jim Gomez, U. 
S. Army, Desert Storm 
Veteran


TABLE OF CONTENTS

  FORWARD ............................................	3
  CREDITS ............................................	4
   A Night on the Town ...............................	6

1. INTRODUCTION.......................................	9

Developmental History                10

2. OPERATING INSTRUCTIONS ............................	17
  I. INTRODUCTION.....................................	17
  II. QUICK START.....................................	19
  III. THE HOME SCREEN................................	22
  IV. YOUR CAREER ....................................	29
  V. HOW TO FLY ......................................	36
   The F-15E Cockpit..................................	36
   Flight Controls ...................................	37
   Head-Up Display (HUD) .............................	40
   Aircraft Master Modes .............................	41
   Multi-Purpose Displays (MPD/MPCDs) ................	43
   MPD/MPCD Screens...................................	44
   Audio Warning and Situation Messages ..............	49
   AWACS (Airborne Warning and Command System) .......	50
Joint Surveillance and Target Attack Radar System (J-STARS) 50
 VI. SIMULATION VIEW and CONTROL KEYS ................	51
   Simulation Views Keys .............................	51
   Primary Flight Control Keys........................	52
   Secondary Flight Control Keys .....................	53
   Menu Controls/Options Keys.........................	53
   Electronic Counter-measure Control Keys ...........	53
   Aircraft Master Mode Control Keys .................	54
   HUD Control Keys ..................................	54
   Radar Control Keys ................................	55
   Training Mode Keys.................................	56
 VII. STANDARD MODE...................................	57
   Standard Mode Tactical Electronic Warfare System ..	57
   Standard Mode Air-to-Air Combat ...................	58
   Air-to-Air Combat (Missile) .......................	60
   Air-to-Air Combat (Gun) ...........................	60
   Standard Mode Air-to-Ground Combat ................	62
   Aircraft Damage....................................	70

   Standard Mode Check Ride ........................	71
   Returning Home After the Mission ................	75
   Landing .........................................	75
   Instrument Landing System (ILS) .................	76
  VIII. AUTHENTIC MODE .............................	78
   Authentic Mode Reality Option Summaries..........	78
Authentic Mode Tactical Electronic Warfare System (TEWS) ....80
   Authentic Mode Air-to-Air Combat.................	82
   Air-to-Air Radar.................................	82
   Air-to-Air Combat (Missile) .....................	89
   Air-to-Air Combat (Gun)..........................	90
   Authentic Mode Air-to-Ground Combat .............	91
   Air-to-Ground Delivery Modes ....................	96
   Aircraft Damage ................................	101
   Authentic Mode Check Ride ......................	103
   Returning Home After the Mission ................	109
   Landing ........................................	109
   Instrument Landing System (ILS) ................	111

3. PRINCIPLES OF AERIAL COMBAT ,.,.................	113
  I. FUNDAMENTALS OF FLIGHT........................	113
  II. AIR TO AIR COMBAT (DOGFIGHTING)..............	116

  III. ELECTRONIC COUNTER-MEASURES ................	126

  IV. GROUND ATTACK MISSIONS.......................	127

4. THEATER SCENARIOS ............................	,,131
  I. IRAQ: DESERT STORM ...........................	131
   Pre-War Iraqi Order of Battle ..................	145
  II. KOREA: RETURN TO MiG ALLEY SCENARIO.......	147
   North Korean Order of Battle ...................	159
  III. CENTRAL AMERICA SCENARIO.................	161
   ColombianNenezuelan Order of Battle ............	169

5. AIRCRAFT/WEAPON DESCRIPTIONS..............	,....	171
6. APPENDICES.............	,,,,,,,,,,,,,,195
  I. GLOSSARY...........................	195
  II. DESIGNER'S NOTES..................	199
  III. INDEX............................	204
A NIGHT ON THE TOWN

"Marlin 63 should be just ahead on the left," Captain Mike "Cherokee" 
Livingston calmly calls over the intercom from back in the pit. "He 
should be just turning on the southern leg of the tanker track, so 
you'll need to come about to 345 after you pick up a visual."
With this heavy load, you had to take off light on fuel. Even under 
full burner, it was a long run out until you could feel the air 
caressing her wings. A quick eight thousand pounds, and you'll be 
ready for a little excursion to downtown Baghdad.
Just ahead. you can now pick out the KC-10 silhouetted against the 
bright dusk sky. You should be able to hook up with just some light to 
spare. Never cared much for nighttime refueling; it's just a little 
too spooky out there with just the tanker's Director Lights glowing 
above your head. Anyway, you always turn her over to Mike so he can 
grab a little air time. Wizzos are not rated pilots, but any pilot 
worth his salt bends the rules to get his back-seater some time on the 
stick.
Over your left shoulder, you see the fuel boom slide perfectly into 
the receptacle on the first try. You call over the UHF set to the 
tanker's boom operator, "Hey boomer, must have had your eyes closed."
You give them a little grief just so they don't get too cocky, but 
there isn't a tanker pilot that ever has to worry about buying his own 
at the Officer's Club - you know who takes care of you out here.
With the fueling complete, it's time to get down to work. You call up 
the TSD on the MPCD located in the lower center of the cockpit. 
Mike'll have the same display up on one of his two color displays. 
After checking out the flight path and the heading to the first steer 
point, it's down to the deck.
Two hundred feet is showing on the HUD's altimeter, so you activate 
the TF Radar and toggle the auto-pilot to the ON position. As the 
first obstacle approaches you start to feel yourself start to come out 
of the seat. You know the "Mudhen" has great avionics, but flying this 
close to the ground with your life in the hands of a few circuit 
boards is still unsettling. You start to reach for the stick, but the 
system takes you over the hill with nary a wink.

"Hey, relax will ya," Mike pipes in. "If you keep jumping like that, 
you'll be wore out before we ever reach the target. You know you get 
cranky when you're tense. Let the systems do their job. We're rid'in 
in the best aircraft in the world. This baby can do the job, if you'll 
just let her."
His timely ribbing seems to have taken the edge off. But not to be out 
done you shoot back, "What's a wizzo know about flying anyhow, the 
only ground you ever see is the dirt you're always kissing when we get 
back from a mission."
This friendly banter has almost become a ritual between you and Mike. 
Never planned or staged, still, it seems to happen at just the right 
time. That common link between a pilot and his WSO, one knows when to 
talk, shut up or just do the job.

SA 8 "GRECKO"
At planned intervals, you activate the F-15E's enormous APG-70 radar 
to scan the approach for hostiles. Not much chance anything will be 
out there after the beating the Iraqi air took down this corridor. But 
just in case, you slew the radar's antenna up about 10 degrees since 
there can't be any aircraft below other than the ones that'll never 
fly again.
The display reads clean and clear; just like the other six times you 
checked. AWACS has reported clear air all the way into the target. You 
wish the chance to fly some missions in the western approaches had 
materialized. Those guys have had the good fortune to mix it up with a 
few MiG-29s. Yours may not be the sexiest duty, but this war will be 
won by neutralizing ground installations; air combat is strictly a 
sideshow at this point.
Mike has had his face buried in his displays for some time. No need to 
check up, he really knows his stuff. Never a doubt that he'll get you 
right to the mark. He's a master with the RBM and HRM systems. Some of 
the guys back at the squadron have pegged him "Rand McNally" for his 
skill with the mapping systems.

CHEMICAL PLANT

Starting to get some chirps out of the TEWS; must be getting close to 
the few that are left; things should start to get hot. As if right on 
cue, Mike calls out, "Spike Mud! SA-8..120..20."
A quick Juke to the left should loose that turkey. The AN/ALQ-1 35(V) 
jammer has already started to send out its stream of noise. Those 
guys'll see so much clutter on their scope they'll look outside to see 
if its snowing.
You shoot off a quick burst transmission to "Blackjack" in the JSTARS 
aircraft. He'll vector a loitering A-lOA flight to that location. That 
SA-8 won't have to wait for the holidays for a few gift wrapped 
Mavericks.
You press on to the target, a chemical weapons plant on the outskirts 
of Baghdad. The Iraqis'll call it a civilian target; something like a 
fertilizer plant. That's just PR hype. The output from this plant 
stops all growth; there's nothing beneficial being made at this 
facility. The GBU-1 0s you're carrying should make short work of it. 
Mike's been feverishly designating HRMs of the target area; he's 
already down to 1.3 nautical miles maps. Keeping maximum squint has 
assured a great picture of the target area.
"Approaching I P, punch it up to 300 knots," Mike calls, matter of 
factly, from the back.
Mike's got her painted up pretty with the LANTIRN's laser designator. 
You press the pickle button and feel the 2,000 pounders fall off the 
rails. The adrenaline rush blocks out all other inputs as temporal 
distortion takes over. Everything seems to slow down as if your 
watching the scene go by in slow-motion.
The target lights up in a flash that temporarily blinds the FLIR 
image. No need to see where your going, it's all planned out. A 4 G 
off right quickly turns into a 6 G gut buster as you pull her away 
from the target. The triple-A will erupt at any moment but they 
haven't made the one that has your name on it.
No time to hang around and admire your handiwork. It's time to begin 
your RTB. You ask AWACs for a pigeon to home plate, and receive an all 
clear to Al's Garage. Just to relieve the tension you fire off one 
last shot, "Mike, you can look out now, I've done all the hard work."
A totally successful mission; this is how you've trained for years. It 
has really paid off.
In the movie "Firefox," Pentagon officials panic when it is learned 
that the Soviet Union has produced an ultra high-tech jet fighter. 
This prototype aircraft supposedly incorporates the latest Soviet 
technological advances. The Firefox is constructed from a titanium 
alloy and equipped with thought controlled weapon systems. Able to 
sustain a speed of Mach 3 at low altitudes, it is at least a 
generation ahead of the competition. If mass produced, the aircraft 
would revolutionize warfare and allow the Red Air Force to sweep the 
skies over Europe.
The hero of this movie is a retired USAF captain, played by none other 
than Clint Eastwood. He is blackmailed into stealing the Firefox from 
a secret air base right out from under the Soviet's noses.  Once in 
the hands of Western experts the aircraft would be dissected and 
Soviet technology closely studied. Fortunately, it was only Hollywood 
fiction. The Soviet Union never built a Firefox and Clint Eastwood 
went on to become mayor of Carmel, California.
The movie does have some basis in fact. In the mid-1960s, the Soviet 
Union produced a high-speed interceptor which caused quite a stir 
among Western military circles. Designated "Foxbat" by NATO officials, 
the MiG25 was credited with having unbelievable speed and possibly a 
new generation of air to air missiles. This aircraft was the real-life 
equivalent of Hollywood's nightmarish Firefox.
Rather than steal a Foxbat, however, the USAF reacted quickly and 
began its own new fighter program. A demanding set of specifications 
drove up the dollar cost of each plane into the tens of millions. But 
scary talk on Capitol Hill about the MiG-25's abilities certainly 
helped to loosen a few purse strings. As usual, the United States 
spared no expense when it came to competing with the Soviets, and the 
F-15 Eagle was born.

The F-15 program grew out of the desire to produce a fighter able to 
combat the Mig-25 and reassert the USAF's supremacy in the field of 
aircraft design. Since the United States could only afford a few of 
these planes, each would have to be the equal of many Soviet fighters. 
The goal was to produce a limited number of aircraft, but aircraft 
such as the world had never seen before.
MicroProse's F-15 Strike Eagle III showcases the "E" model F-15, the 
latest two-seat ground attack variant of this highly effective 
fighter. Affectionately known as the "Mud Hen" by its crews, the F-15E 
does its job at low altitudes (down in the mud). Though the F-15E is 
first and foremost a strike aircraft, it still retains all the 
strengths of a first class dogfighter.
In F-15 Strike Eagle III, you are given an opportunity to experience 
this multi-million dollar aircraft first hand. Essentially, you (as 
the pilot) are assigned missions in one of three different theaters. 
How you accomplish the various missions is entirely up to you. Do you 
fly low to avoid detection, keeping your head in the soda straw and 
trusting your LANTIRN? Or do you brave the SAM and triple-A threat and 
fly at a higher altitude?
Because the F-15E features so many complex systems, as a pilot your 
hands are full just flying the plane. To help out, the F-15E has a 
second seat installed for a Weapon Systems Officer. Assuming the role 
as the "Wizzo," you have additional tasks associated with managing the 
ordnance load. While the pilot is flying the plane, the responsibility 
for dropping bombs or firing missiles is yours.
In its ground attack role, the F-15E packs a powerful punch. Depending 
upon the mission, flight crews have a wide range of ordnance to choose 
from. For air-to-ground missions, a host of laser-guided "smart bombs" 
and standoff weapons can be mounted. If a heavy air threat is expected 
the F-15E is able to launch both heat-seeking and radar-guided 
missiles.
While the aircraft is designed to withstand the tremendous g-forces 
exerted in combat, the human body is not. Therefore, performance of 
the F-15 will be less dependent on what the aircraft can do and more 
on what the two men inside can take before blacking out. The aircraft 
will respond to your every command but how well you do in combat rests 
solely upon your own abilities.
F-15 Strike Eagle III is designed to be the ultimate in realism, 
whether dropping "smart bombs" on Baghdad or taking on enemy fighters 
in MiG Alley. The only thing missing is fear and maybe some good-
natured "ribbing" from your squadron mates if you screwup a mission. 
Most of your time is taken up performing the various jobs involved in 
completing the mission. But there are times when you are able to sit 
back and enjoy the sights.

DEVELOPMENTAL HISTORY

During the Korean War, the United States Air Force learned an obvious 
and expensive lesson. In combat, it is never a good thing to have the 
second best aircraft.  Soviet MiG-15 fighters extracted a terrible 
toll from our slow moving B-29 formations over MiG Alley.  Our fighter 
escorts, prop driven Mustangs left over from WW II, were likewise no 
match for the power of these new jets. Only the hurried introduction 
of the F-86 Sabre jet managed to salvage the deteriorating situation 
in 1951. Even with the F86, maintaining air superiority was no easy 
task.
In the Soviet Union, Chairman Khrushchev was boasting that Soviet 
factories were turning out "missiles like sausages." The war industry 
that had been built up during the Great Patriotic War(WWII) was still 
producing military hardware at break neck speed. Coupled with the 
Soviet Union's domination of Eastern Europe and communist rhetoric, 
expansion at the expense of Western democracies seemed imminent.
At the same time, the United States along with its allies embarked on 
a policy aimed at containing communist expansion. Our very existence 
appeared to rest on our ability to stay one step ahead of the Soviet 
military behemoth. On the cutting edge of this competition was the 
aerospace industry. Advances in aircraft design and engine performance 
came in rapid succession, but never fast enough.
At a time when ballistic missile technology was in its infancy, a 
"space race" was inevitable. During the Cold War paranoia of the 
Fifties and Sixties, the United States could not concede control of 
the military "high ground" of space. As far as the United States was 
concerned, military control of space started at sea level on up. From 
aircraft to spacecraft, control of space meant our children would 
"never have to sleep by the light of a Soviet moon."
In 1960, President Kennedy inherited the great military industrial 
complex that Eisenhower had warned against. Early in his presidency he 
announced his intention of landing a man on the moon before the end of 
the decade. What he was saying to the world, and to the Soviet Union 
in particular, was that he was willing to spend every dime we had in 
order to be first in aerospace technology. He had thrown down the 
gauntlet for the Soviets to pick up should they dare. And of course, 
fearing for their own survival, they did.
The United States did indeed keep Kennedy's word. We had beaten the 
Soviets to the moon and were winning the race to develop strategic 
nuclear weapons. But all this had come about by neglecting our 
conventional forces to a certain extent. We simply did not have the 
money to be first in everything. Sacrifices had to be made somewhere, 
and because we based our strategy on being able to obliterate the 
Soviet Union with nuclear weapons, conventional forces were low in 
priority.
The Korean War had shown us the error in allowing our lead in 
aeronautical technology to lapse. Stung by this experience, the USAF 
decided that never again would it become complacent. As a result, the 
Air Force entered the Vietnam War with an inventory of modern aircraft 
with vastly improved ordnance. Still, our experience over North 
Vietnam was not without its share of surprises.
Air combat over Vietnam took place at the dawn of the missile age, 
when it was believed that mounting a gun on an interceptor was 
unnecessary. With an array of air-to-air missiles to rely on, pilots 
should be able to shoot down their opponents in droves, or so the 
theory went. A gun was considered just extra weight. But once in 
actual combat and out of the realm of theory, pilots would lament 
their helplessness in close quarter combat. Toward the end of Vietnam, 
a gun went back on all fighter models.
Even though warfare was supposed to be a long-distance push button 
affair, reality proved the fallacy of a number of air combat 
assumptions.
The Vietnam War proved the wisdom of having a strong conventional 
force on hand. Since the United States believed it important to 
confront communism all over the globe there inevitably would arise 
situations where nuclear weapons would be inappropriate. We weren't 
about to use nuclear weapons on either Vietnam or the Soviet Union. 
The days of massive retaliation were over now that the communists were 
able to respond in kind.
Both sides were operating under a new policy known as Mutually Assured 
Destruction (MAD). In other words, the side that initiated a nuclear 
war was committing national suicide. Neither side would prevail 
regardless of who got in the first strike. MAD caused the United 
States to undergo a complete re-evaluation of its defense policies. It 
was determined that the strategic defense of Western Europe and other 
vital areas must be flexible, with gradated levels of escalation.
Under the new doctrine of "flexible response," conventional forces 
attracted more attention and began to take a bigger bite out of the 
military's budget. When analysts became concerned over Soviet advances 
in fighter technology, everyone took note. Even so, the United States 
and the West were often caught napping. Our self-assured attitude 
frequently lulled us into a smug disregard for Communist achievements. 
Sure, we said, they could mass produce military equipment, but most of 
what they built was junk.
Like Sputnik in the 1950s, two new fighters from Mikoyan-Gurevich 
(MiG) shocked the West. The Mig-23 "Flogger' was just coming on-line, 
signifying the beginning of a new generation in Soviet aircraft. But 
what really kept NATO officials awake at night was the introduction of 
the MiG25 "Foxbat." When this aircraft was trotted out for the first 
time publicly near Moscow in 1967, all the fear of once again being 
second-best came to haunt the USAF.
Numerous stories regarding the MiG-25 quickly began to circulate and 
MiG hysteria became the order of the day. How much of this was genuine 
apprehension and how much was a calculated ploy to drive up the 
defense budget is unknown. But clearly, the USAF was facing a tangible 
threat. Even without the hype, the MiG-25 causing the Air Force to 
fear for its manned bombers. By its very existence, the MiG-25 was 
folding up one leg of our strategic nuclear triad.

Prior to the MiG-25's Moscow debut the Air Force was embarked on a 
Fighter Experimental (FX) program. But it wasn't until the Foxbat's 
premiere that adequate funding was made available. By this time the FX 
program had officially been designated F-15 and had become the USAF's 
primary procurement concern. McDonnell-Douglas (MCAIR) won the initial 
contract to produce ten single-seat F-15As and ten two-seat trainers 
(F-15Bs) in 1969.
Meanwhile, the United States got its first actual taste of the MiG-25. 
Between 1971 and 1974, Soviet Foxbats were stationed at Cairo West 
International Airport in Egypt. During the so-called War of Attrition 
with Israel, MiG-25s were routinely flown over the Sinai and along the 
Israeli coastline as far north as Haifa. It was an impressive display. 
The Foxbats could fly with impunity because nothing in Israel, or the 
West for that matter, could touch them.
Flying at speeds in excess of Mach 2.5 and at altitudes over 80,000 
feet the Foxbats could perform reconnaissance missions over Israel 
whenever they chose. Radar operators in Tel Aviv could detect the MiGs 
but there was very little they could do. One operator even detected a 
MiG25 traveling at Mach 3.2 over the Sinai. Israel had no way of 
knowing that these aircraft were only unarmed reconnaissance models. 
For all they knew these aircraft could suddenly descend upon their 
airfields and let loose a volley of rockets and bombs.
The Soviet display in the Middle East meant two things to Western 
analysts. First, the U .S. had nothing to match the flight envelope of 
this new fighter, and secondly, the SR-71 over flights of the Soviet 
Union were now vulnerable to interception. With an interceptor capable 
of flying at over Mach 3, the Soviets had certainly proved their 
technological prowess. It was now up to the United States to develop a 
worthy rival.
By the time the first F-15 was ready to be unveiled over 2.5 million 
man hours had already gone into the project. On 26 June 1972, F-15 # 
710280 was rolled out of the MCAIR facility in St. Louis. After an 
appropriate ceremony, the aircraft was disassembled and taken aboard a 
C-5 Galaxy to Edwards Air Force Base in California.
The F-15's maiden flight was flown on 27 July 1972 by Irving Burrows, 
MCAlR's project pilot.  Lifting off from runway 22, Burrows flew for 
almost an hour while accompanied by two RF-4C chase planes. Despite 
some early problems with vibration, subsequent tests began to run 
smoothly. Each of the ten initial aircraft was earmarked to test 
specific parts of the aircraft, i.e. engines, weapon systems, flight 
controls, etc. The first two-seat model, #71-0290, was flown on 7 July 
1973. These F-15B models were initially used as instructor/trainers 
and not designed for a ground attack role.
In 1974, the first operational F-15s went to the 58th Tactical 
Training Wing (TTW) stationed at Luke Air Force Base in Arizona. These 
squadrons were used to qualify the future pilots. Less than two years 
later on 9 January 1976, the 1st Tactical Fighter Wing at Langley AFB 
received its first fully operational aircraft. By the end of 1976, two 
additional squadrons were outfitted with Eagles. The 27th, 71st, and 
94th Tactical Fighter Squadrons of the 1st TFW were declared 
operational early in 1977.
Just as the first F-15s were being introduced into active service, the 
myths surrounding the MiG-25 were being dispelled. In 1976, Soviet 
pilot Lt. Viktor Belenko flew a Foxbat to Japan's Hakodate Airport and 
promptly defected. Although his aircraft was eventually returned, 
Western experts were given a once in a lifetime opportunity to get up 
close and personal with the Foxbat. The pride of the Soviet Air Force 
was literally dissected almost overnight and found not to be the 
stellar leap in aviation that everyone had believed.
In mid-1979 the A & B model F-15s were replaced by the current C & D 
production models. The C & two-seat D variant reflect the natural 
course of development, incorporating changes made as a result of 
extensive flight testing and experimentation.
Externally, there is little noticeable structural difference. However, 
these later models have been modified to accept conformal Fuel And 
Sensor Tactical (FAST) packs. These packs are aerodynamically designed 
fuel pallets which significantly increase the aircraft's combat 
radius. They also allow for a wide array of electronic sensors, laser 
designators and optical equipment to be carried.
Internally, major improvements and equipment upgrades were made to the 
aircraft's avionics suite. The early APG-63 pulse-doppler radar for 
example, was enhanced by the addition of a programmable signal 
processor (PSP). The PSP allowed radar modes to be controlled by 
software rather than being "hardwired" into the circuitry. Further 
modifications gave the APG-63, synthetic aperture radar (SAR) 
capability which could provide sharply detailed resolution down to 10 
feet. From a distance of 30 miles, the -63 radar could pick out street 
patterns and other minute terrain features.
The early A & B model F-15s proved their combat capabilities in the 
Middle East on a number of occasions.  Because of the political 
significance
F-15E. TOP VIEW

attached to the MiG-25 over flights, Israel was the first nation 
cleared to accept F-15 exports. It would also be the first nation to 
use them in actual combat. In December 1976, 25 Eagles were delivered 
to the Israeli Air Force (IAF). Less than three years later, these 
aircraft engaged a superior number of Syrian MiGs and defeated them 
without loss.

With the advent of the much improved C & D models, the F-15s 
reputation as a top notch fighter was assured. But despite the 
advanced avionics and proven ability to carry ordnance, ground attack 
was still only considered a secondary function. In a program sponsored 
by MCAIR and dubbed "Strike Eagle," a two seat B model was converted 
in 1979 into a rudimentary ground attack fighter. Thirty percent of 
the F-15's airframe was altered to accommodate the equipment needed 
for this new role.
Flown for the first time at the 1980 Farnborough Air Show, the 
aircraft was equipped with additional external hard points and back 
seat weapons display terminals. The key to the conversion though had 
been the increased power of the F-15s flight computers and an improved 
SAR capable AN/APG-63 radar system. The aircraft now enjoyed almost 
real-time ground mapping capability. This allowed potential targets to 
be surveyed by the attacking aircraft well in advance of their 
arrival.
Equally important was the F-15s ability to carry this additional 
payload without a significant tradeoff in terms of performance. In 
other words, the F-15 could act as a fighter-interceptor even when 
configured for ground attack. It was envisioned that the converted 
aircraft would assume the dual role of an all-weather strike fighter, 
a role currently played by the aging F-111 s.
Having passed through numerous budgetary and design hurdles, the 
Strike Eagle program officially kicked off with a series of viability 
studies in late 1982. Competing against the F-16XL, Congress decided 
that there was a need to maintain both programs at "sustaining levels" 
of procurement. The full program go-ahead was announced on 24 February 
1984. The FY 1984 budget contained funds to acquire 48 F-15E Strike 
Eagles. These aircraft would be brought up to D model standards and 
then further enhanced with sophisticated navigational and targeting 
pods.
The first officially titled F-15 Strike Eagle was #86-0183. It was 
truly a revolutionary aircraft dedicated to precision ground strike 
missions. The addition of a back-seat Weapon Systems Officer gave the 
aircraft an unmatched capability to deliver ordnance. In its alternate 
role, that of a fighter, the F-15 has proven to be an excellent air-
to-air platform. With a complement of high-tech missiles and long-
range radar, the basic fighter design of the Eagle is unparalleled.

F-15E, SIDE VIEW

Originally scheduled to replace the Vietnam era F-4 Phantom, the F15 
was designed and pushed into service to combat the MiG-25 scourge. 
After spending years in development, the Eagle finally did meet the 
MiG25 in a climactic battle. It wasn't the type of battle that wins 
wars or saves nations but rather the culmination of millions of man-
hours of effort. The USAF had pinned its hopes on the F-15, it wasn't 
disappointed.
On 13 March 1981, a Syrian MiG-25 attacked a lone Israeli aircraft 
performing a reconnaissance mission over the Golan Heights bordering 
Israel and Syria. As fate would have it, the reconnaissance plane was 
an RF-4, the very aircraft the Eagle was to replace. As the Foxbat 
bored in on the Phantom an F-15 was directed to the scene. After a 
short BFM engagement, the F-15 shot down the MiG-25 using a radar-
guided Sparrow.
Since then, the AN/APG-70 radar has been gradually replacing the 
AN/APG-63 on E-model F-15s. This new SAR capable radar system has a 
longer operational range, with greater sensitivity than its 
predecessor. It operates over a wider band-width and is able to track 
targets despite electronic counter-measures (ECM).
Basically, the radar scans a 120 degree arc in front of the aircraft's 
nose. The Weapon Systems Officer then receives a high resolution 
return image. The quality of these radar images approaches what one 
might expect from a standard photo. The images are then processed and 
stored in the aircraft's on-board computer systems so that the radar 
does not have to operate continuously. This cuts down on the enemy's 
opportunity to detect the F-15's radar emissions.

In addition to the APG-70 radar, F-15Es are usually fitted with 
LANTIRN pods (Low Altitude Navigation and Targeting Infrared for 
Night) when performing ground strike missions. The LANTIRN system is 
actually a pair of pods which are mounted on external hard points 
beneath each engine inlet. One of these pods is used for targeting 
while the other is reserved for navigation.
The AN/AAQ-13 Navigation pod contains a wide-angle Forward Looking 
InfraRed system (FLIR). FLIR images are displayed on the pilot's Head-
Up Display (HUD) directly in front. Combined with the terrain 
following radar also contained in the navigation pod, allows the 
aircraft to operate at low altitude even at night.
The Targeting pod contains another FLIR with both wide and narrow 
angle field of vision. This FLIR is used to track targets and is 
equipped with a laser-designator. Individual targets within the FLIR 
images may then be marked. Using information passed on by the 
targeting FLIR, "fire and forget" weapons may be launched or "smart" 
bombs guided to their target by lasers.
Besides possessing excellent maneuverability and effective air-to-air 
missiles, for self defense the F-15 can also rely on a sophisticated 
avionics suite. The Tactical Electronic Warfare System (TEWS) is an 
integral part of the F-15s ability to protect itself from a variety of 
threats. As a part of the total design package, the TEWS does not 
constitute additional weight nor detract from the ordnance normally 
carried.
The two main components of the F-15s TEWS are the AN/ALR-56 and 
AN/ALQ-135. Mounted internally these electronic aides are autonomous 
systems which operate continuously. Even if the crew is preoccupied 
with other tasks, the TEWS guards against surprises.
The AN/ALR-56 is an internally mounted Radar Warning Receiver (RWR) 
system. The package includes five wing-tip and fuselage antennas which 
provide 360 degree coverage. It can be selectively programmed to scan 
a wide band of the electro-magnetic spectrum. Equipped to eliminate 
false returns or intentional deceptions, the system provides visual 
and audio cues to the pilot when a threat is detected.
The AN/ALQ-135 is an advanced electronic jamming system featuring 
powerful wide-band transmitters. It is mounted internally and works in 
conjunction with the RWR to hamper the ability of enemy radar to 
achieve a "lock" on the aircraft. It is also able to confuse radar-
homing missiles during their terminal phase of flight.
The F-15 can also be configured with mission-specific ECM pods or 
dispensers to confuse enemy radar systems and protect against SAMs. 
For example, the AN/ALE-45 is a computer controlled dispenser system 
which operates automatically in response to threats detected by the 
RWR. It may also be operated manually by the pilot. The system 
features compartmentalized plug-in memory which can quickly be 
reprogrammed.
The Eagle's dominance as a fighter began early in the 1980s. But it 
wasn't until the Gulf War in 1991 that F-15s would be given an 
opportunity to display their air-to-ground prowess in combat. 
Indisputable proof of their effectiveness in this role would be later 
broadcast on network television. Courtesy of the high-resolution FLIR 
on board, we were all able to get a grasp of what the pilots were 
going through from the comfort of our homes.


F-15E, HEAD ON VIEW

F- 15 Strike Eagle III by MicroProse, takes this one step further. 
Now, you can actually perform all those missions you were able to see 
during the Gulf War, and much more. In addition to the historical Gulf 
War theater, two future theater scenarios, Korea and Central America, 
are included to round out this action packed flight simulator. Enjoy.

1. INTRODUCTION

The United States Air Force has a six month training course designed 
to teach its qualified pilots to fly the F-15E. Part of this course is 
devoted to the use of computerized flight simulators, much like 
MicroProse's F-15 Strike Eagle III. The Air Force paid $50 million 
apiece for theirs. Now, you are able to fly the F-15E for considerably 
less and without the six month ground school.
While F-15 Strike Eagle III makes use of some features common to 
previous flight simulations, it represents a new generation in design 
authenticity. It is quite unlike any computer flight game you've ever 
flown before. Our design team has literally spent thousands of hours 
trying to recreate the realism and excitement of taking part in actual 
F-15E missions. The result is a highly accurate yet sometimes complex 
flight simulator.
Because many of the new design concepts are not intuitive, the 
simulation takes a little additional time learning how and why things 
work the way they do. We believe this will be time well spent.
You are given a greater degree of individual latitude than actual Air 
Force pilots. You are responsible for selecting your own ordnance, 
choosing a flight profile, and performing a wide variety of missions. 
In fact, your career depends on how well you are able to use the many 
weapon and detection systems. All the tools are there but it's up to 
you to learn how best to use them

To alleviate problems you may encounter in understanding these new 
concepts. The manual has been divided into two separate categories of 
Reality options: Standard Mode and Authentic Mode. It is recommended 
that you begin by setting the Reality options to Standard Mode 
initially.
Even though Standard Mode makes operating these flight systems 
somewhat simpler, it should not be thought of as a beginner's level. 
It is, however, an excellent way to gradually incorporate the more 
difficult Authentic Mode portions of the simulation.
Once you are comfortable with how a particular feature operates in 
Standard Mode, you can change it to Authentic Mode to increase your 
overall difficulty level (and score). This mode tests your abilities 
as a Pilot and/or Weapon Systems Officer (WSO) just as if you were 
flying an actual F-15E.
We don't have six months to train you, so you may have to refer to the 
following Operating Instructions frequently at first. Because of its 
realistic approach F- 15 Strike Eagle III has been designed to allow 
you to make the transition to Authentic Mode gradually.
Carefully study the screen illustrations accompanying the text. These 
illustrations will help you to identify the symbology being used, 
particularly that which is displayed on your Head-Up Display. The HUD 
quickly becomes cluttered with information once in combat so you must 
know ahead of time which displays are most important. To assist you, a 
glossary and index have also been included as appendices to this 
manual.
It is a good idea to keep the Key Reference Card nearby until you are 
familiar with all the flight commands. Flight commands have been 
grouped on the Key Reference Card according to their functions: Flight 
controls, Weapon System controls, Simulation views, etc. Certain keys 
are obviously used more than others during play, but after a few 
missions, the whole range of key commands will become second nature. 
In the meantime, use the Pause (alt p Key) to halt the simulation 
whenever you need to look up a particular command.
Finally, don't get discouraged if it doesn't come to you the first 
time around. The design team has concentrated on historical accuracy 
and an attention to detail far above anything found in other 
simulations. Just stick with it and remember. the only thing we didn't 
throw in is course credit for learning to fly the F-15. The Air Force 
will have to give you that itself.

PAUSE OPTION
Remember that you may halt the simulation at any time simply by 
pressing Pause (alt p Key). Because the Pause feature is a luxury not 
available to pilots in the real world, "purists" are sometimes 
reluctant to use it. You don't need to feel this way, at least during 
your orientation. The pace of modern air combat does not allow time 
for you to flip through this manual while flying, so use the Pause 
feature anytime you need to refer back to a section of instructions.

The following chapter provides instructions on how to operate your 
aircraft and weapon systems using the keyboard, Controller, and 
Selector functions. It includes separate stand-alone sections on both 
Standard and Authentic Modes.
For those who can't wait to get into the air, the Quick Start option 
gets you up and flying with minimal instruction. It contains just the 
basic information needed to keep your F-15E flying, drop some bombs 
and perhaps shoot down a bandit or two.

For a more detailed briefing, read the respective Check Ride sections 
for both Standard and Authentic Mode. These sections are designed to 
familiarize you with the basic concepts and flight commands behind 
each of the flight modes. They can be viewed as "how to" primers on 
using the various weapons systems without all the technical jargon 
included elsewhere.
The Standard Mode Check Ride expands on the Quick Start introduction. 
The Check Ride takes you through an entire mission from start to 
finish. It explains how to engage enemy aircraft and how to drop 
ordnance on ground targets. It also prepares you for the inevitable 
jump to Authentic Mode flight.
The Authentic Mode Check Ride describes the workings of the various 
systems in their highest level of difficulty. It is referred to as 
authentic because you are operating the aircraft and controlling the 
weapons just as F-15E pilots do in real life.
Just remember that all Air Force pilots go through orientation periods 
when learning to fly a new aircraft, especially when that aircraft 
cost the taxpayers millions of dollars. Think of these Check Rides as 
your orientation. Beginning with the Standard Mode Check Ride, you can 
gradually increase the level of difficulty until you are able to fly 
the aircraft with all its systems set to Authentic Mode.

TERMINOLOGY:
Keys: When a key is referred to in this manual, its name appears in 
italics followed by the actual key press itself in parentheses.
Controller This may be either a mouse, joystick, or set of directional 
arrow keys depending on your hardware.
Selection refers to the mouse, joystick button, or key controls. 
Selector #1 refers to either the left mouse button or Enter Key, 
Selector #2 refers to either the right mouse button or Spacebar Key.

II. QUICK START

This section is for those eager pilots who can't wait to see downtown 
Panama City, shoot down a MiG over the Korean DMZ, or drop a bomb on 
Saddam's palace in Baghdad. Quick Start is provided purely as a 
convenience to those players who just want to install the simulation 
and jump right into the cockpit.

HOW TO START

Before you can begin the simulation you must install the program to 
your computer's hard drive. Follow the "Installation and Loading" 
instructions contained in the Technical Supplement. Make a note of the 
Installation and memory considerations which may be unique to your 
hardware.
Once the simulation is installed on your hard drive, you are ready to 
do battle. The first screen you see following the opening animation 
and credits is a hangar area. This screen is referred to as the HOME 
Screen and is normally used to configure your mission and access 
various simulation options.
Use your Controller to move the cursor over the F-15 parked in the 
background. When the cursor reads QUICK START, press Selector #1. You 
are immediately placed high above the desert floor over the Persian 
Gulf theater. If you wish to replay your last Quick Start mission, 
press Selector #2.

CHOOSING QUICK START THEATERS

While not recommended for Quick Start missions, it is possible to 
select one of the other theaters. Use your Controller to move the 
cursor over to the unfolded map in the foreground. When the cursor 
reads THEATERS, press Selector #1. From here you are able to select 
one of three theaters: Persian Gulf, Korea, or Central America. Choose 
one by pressing Selector #1 over the desired theater box. You are then 
asked whether you wish to fly a single mission or participate in a 
campaign. For purposes of Quick Start, choose a single mission. You 
are automatically returned to the Home Screen after making your 
selection. Move the cursor over the F-15, press Selector #1 when the 
cursor reads QUICK START.

DIFFICULTY LEVELS

Quick Start defaults to a Difficulty Level of 1, the easiest of the 
four levels. All of your controls, displays and features are pre-set 
to Standard Mode or are turned ON as the case may be.

BEGINNING QUICK START FLIGHTS

Quick Start begins with your aircraft already airborne in level flight 
with your engines operating at 100% power. Quick Start flight is 
considered a normal mission with the exception that you do not receive 
a point score. You are given Primary and Secondary targets, but you 
are essentially flying in a free-fire zone. You can drop bombs on 
anything you wish without worrying about civilian or friendly 
casualties. You may also regard any aircraft you detect as hostile. 
Shoot them down at will and sort them out later, at your leisure.

AIR-TO-AIR ORDNANCE

Quick Start has a default ordnance load which gives you four AIM-120A 
AMRAAM radar-guided missiles and four AIM-9M heat-seeking missiles.  
Launch your air-to-air missiles at any aircraft unfortunate enough to 
be detected by your radar.
Toggle the Master Mode (m Key) until the indicator on the instrument 
panel reads AA (Air-to-Air).
In Quick Start, the radar is already activated for you. The radar 
display appears as a 4 x 4 grid on the front cockpit MPD #1. When the 
aircraft is placed in Air-to-Air Master Mode, the radar detects all 
airborne targets in a 120 degree search arc. The search arc extends 
from the nose of your aircraft out to a maximum range of 80 nautical 
miles.
Your aircraft is centered along the bottom of the display, not in the 
center of the screen as you might think. Therefore, all aircraft 
appearing on the display are located in front of you. Enemy (and 
friendly) aircraft show up as small solid squares against the grid 
background. The position of the squares on the grid indicates their 
approximate range.
The radar range can be changed by toggling the Radar Range (Home Key). 
The range can be set to 10, 20, 40 or 80 nautical miles. The 
individual horizontal breaks still represent 1/4 of the maximum range 
setting. For example, with a 20 nm setting, the individual horizontal 
breaks indicate ranges from 0 (your aircraft's position at the 
bottom), to 5, 10, 15, and 20 nm from your F-15E.

DETECTING ENEMY AIRCRAFT (TEWS)

In addition to radar, there is another method of detecting enemy 
aircraft. The Tactical Electronic Warfare System (TEWS) display 
consists of four concentric circles centered on an x and y axis. The 
current maximum range of the display is placed in the upper right 
corner. The Standard Mode TEWS has a maximum range of 80 nautical 
miles. It may be scaled in and out by pressing Zoom View In (z Key) 
and Zoom View Out (x Key).
Before you are able to change the display's range scale, however, it 
must first be placed "in command." Press In Command (alt Key plus the 
desired display number 1-7). Four tick marks appear along the bottom 
edge of the display to signify that it is now "in command."
Your aircraft (the gray aircraft icon) is centered in the middle of 
the display. The TEWS display is oriented so that the upper portion is 
always in your aircraft's 12 o/clock position, i.e. in front of you. 
Enemy aircraft and ground installations also appear on the TEWS 
display. Each is given a readily identifiable icon (aircraft, air 
base, SAM installation, GCI radar, etc.)

MISSILE COMBAT

Quick Start equips your F-15 with both radar-guided and heat-seeking 
missiles.  In order to fire these missiles, you must first have the 
desired target "locked" on radar. Because Quick Start places the radar 
in Standard Mode, all targets are considered already "locked" when 
they appear.
Only one target is ever "locked" at a time, however.  If multiple 
targets appear, you may use the Designate Target (backspace Key) or 
Lock Target (I Key) to cycle through them A Target Designator Box (TD) 
appears around the "locked" aircraft on your HUD. The target also 
appears "boxed" on the TEWS display.

Try to maneuver your aircraft so that the TD box is moved within the 
large circle in the center of the HUD. This circle represents the 
engagement parameter of the particular type of missile you have placed 
in priority. Once the TD box is maneuvered within this circle, you 
have a clear shot. Before you shoot, though, you should check to make 
sure that the target is within range.
A flashing symbol appears beneath the TD box once the target is within 
range of your missile. This symbol is known as a "shoot cue."  It is 
either star-shaped indicating an AIM-120A or triangle-shaped 
indicating either an AIM-7M or AIM-9M.  Once you receive a shoot cue, 
press Pickle Button (spacebar Key or Joystick button #2) to launch the 
missile.
The Lock-Shoot lights are another form of shoot cue. These lights are 
located on the canopy braces in the upper corners of the cockpit 
screen. They illuminate when a target is "locked" and flash when you 
receive a shoot cue.
Not only are you able to watch a missile tracking the target from the 
Normal Cockpit View(F1 Key), you are also able to hitch a ride on the 
missile itself. After firing a missile, press Missile View(F7 Key). 
Your view perspective is from directly aft of the missile (or bomb) as 
it homes in on the target. (Just like Slim Pickens in the movie Dr. 
Strangelove).

'GUNS, GUNS, GUNS"

If the enemy pilot manages to escape your missile shot and closes in 
on you, switch from missiles to guns by pressing Guns (1 Key). A gun-
sight and pipper appears in place of the large circle on your HUD. 
Line up the pipper with the target and press Fire Guns (enter Key or 
Joystick button #1). Each press of the key fires a short burst of 20 
mm rounds out to an effective range of 3,000 feet, approximately 1/2 
nautical mile.

RETURNING TO BASE

Since the Training Mode option gives you unlimited fuel and ordnance, 
you can conceivably stay aloft indefinitely. (Each time you press the 
Re supply (alt r Key) your fuel tanks and weapon stations are filled) 
Sooner or later though, you're going to want to come down. The 
Automatic Pilot feature makes it easy to return to base just in time 
to eat at the Officers' Mess.

AUTOMATIC PILOT

You may use the Automatic Pilot(p Key) at any time to place yourself 
on course to an active Sequence Point, either a target or friendly 
home air base or Tanker Track. If you alter course or speed, the 
Automatic Pilot feature is disengaged. It functions the same as 
cruise-control in an automobile except that it also keeps you on a 
steady heading.
When you wish to return home, toggle the Next Sequence Point + (s Key) 
until you see "Home Air base or Tanker Track" appear on the HUD. Press 
Automatic Pilot (p Key) to engage the Automatic Pilot. Once engaged, 
the automatic pilot heads you directly home.

ACCELERATED TIME

If you happen to be a long way from home, you can always speed up the 
action by pressing Accelerate Time (shft t Key). There are eight 
incremental settings. Each of these settings progressively increases 
the speed of the simulation. The current setting is displayed on the 
upper left corner of the HUD (7x would mean time has been accelerated 
seven times the normal passage). You are always able to return to 
normal passage of time by pressing Normal Time (t Key).

TRAINING MODE

Training mode (alt t Key) is one of the Reality options which is 
automatically turned On at the lowest Difficulty Level setting. While 
in Training mode you may ignore enemy fighters and SAMs if you wish; 
they cannot harm your aircraft. You may, however, shoot them down at 
will. Not very sporting. but after all this is only training. And 
because this is only training, you receive no score upon completing 
the mission.
Training mode is indicated on the upper left of the HUD by the letters 
TRNG. While in Training mode, you are protected from inadvertent 
contact with the ground. Rather than crash and end the simulation, 
your aircraft is placed in level flight at low altitude. You're then 
allowed to continue the mission.
You are also given an unlimited supply of missiles, bombs, and fuel. 
The aircraft can be completely replenished even in flight by simply 
pressing Re supply (alt r Key).

You may leave or enter Training mode at any time by toggling Training 
Mode (alt t Key). The letters TRNG will appear and disappear off the 
HUD indicating your current Training mode status. You receive no 
points for a mission if you've been in Training mode, no matter how 
briefly.

"SLEWING" THE AIRCRAFT

Another feature that can only be used when in Training mode is the 
ability to "slew" your aircraft. Using Slew controls (alt and the 
directional letter keys representing North, West, East, South; alt s, 
alt z, alt c, alt x respectively), the aircraft can be moved to any 
point on the map simply by pressing a few keys. The aircraft arrives 
at the desired point without using up its fuel.
For example, you want to fly around Baghdad looking for trouble but 
don't want to spend time getting there from your air base. In order to 
speed things up, you may use Slew commands to "fly" your aircraft 
directly there. It is recommended that you view the moving map 
(Tactical Situation Display) while using Slew commands to watch the 
progress of your aircraft.

ENDING A QUICK START FLIGHT

After having so much fun, why would you ever want to come down? At 
this level of difficulty, you are not required to actually land the 
aircraft. To end the mission successfully, all you need do is return 
to your airbase. When you arrive over the airbase, your aircraft is 
"grabbed" and landed automatically for you (Difficulty Level 1).
You may also abort the mission while in flight and immediately return 
to the Home Screen. To abort the mission you must first access the 
Menu bar by pressing the Escape (esc Key). Press the Game (g Key) to 
bring up a second Menu panel revealing the abort mission option. Press 
the Abort Mission (a Key).
You are also able to end a Quick Start flight at any time by pressing 
Quit to DOS (alt q Key). You are exited completely out of the game 
when stopping play in this manner.
Upon completing a Quick Start mission, you are automatically returned 
to the Home screen. You have the option of either flying another Quick 
Start mission or setting up for a "normal" single or campaign flight.
When beginning F-15 Strike Eagle III, the first screen you see 
following the introduction and credits is a depiction of an airbase 
hangar area. This screen is referred to as the HOME Screen. Most pre-
game activity takes place on this or one of the subsidiary set-up 
screens.
Adjoining the hangar area are a Briefing room, locker area and flight 
line. In the foreground of the HOME Screen is your Commanding Officer 
with a set of campaign maps unfolded on a table. This screen 
 

contains a number of cursor activated "hot spots." As you move the 
cursor over these areas you are able to access other screens.

BEGINNING A CAREER

To begin a career (or single mission), you are given an opportunity to 
tailor your missions by selecting various options. In addition, you 
are able to create or delete pilots (ROSTER) and choose between 
theaters of play (THEATERS). A number of (REALITY) options are 
accessed from the HOME screen along with a choice of difficulty 
levels. Once satisfied with your selections, you are then ready to 
receive your mission briefing (BRIEFING) and arm your aircraft 
accordingly (ARMING).
If you wish to bypass the regular mission generation options, you may 
begin the simulation already in flight (QUICK START). For air combat 
against a live opponent, take the time to set up for Modem play 
(MODEM) with A friend.

QUICK START

Quick Start allows you to begin play immediately. You may bypass the 
normal mission selection process by moving your Controller over the 
F15E parked in the background. When the cursor reads QUICK START, 
press Selector #1. You are immediately airborne with a default mission 
and ordnance load. Note that initially Quick Start sessions start you 
off in Training Mode with all simulation controls pre-set to Standard 
Mode.
Quick Start missions do not require an active pilot. These missions 
are single flights which do not award any points to the player. Unless 
you change theaters prior to flight, all Quick Start missions are 
flown in the Persian Gulf (Desert Storm) theater.









ROSTER SCREEN

 
NEW PILOT	MEDALS

HOME

ROSTER

SELECT PILOT

The Pilot Roster is accessed from the HOME Screen by moving your 
Controller so that the cursor is placed on the row of lockers in the 
background. When the cursor reads "ROSTER" press Selector #1. You are 
immediately moved to the Pilot Roster screen.
If you are using a keyboard only, the four arrow keys duplicate the 
functions of the mouse or Joystick.  The Enter Key corresponds to 
Selector #1 and the backspace Key is used as Selector #2.
The Pilot Roster screen depicts a locker room consisting of eight 
personalized lockers. Note that in order to view all eight lockers you 
must use your Controllerto scroll the screen. Each pilot placed in the 
Roster is given a locker and retains that locker until deleted from 
the Pilot Roster. This means that even if a pilot is KIA or Retired, 
the pilot's name remains.
The ID number on a locker is the pilot's accumulated point score 
total. This way, you can compare pilot standings by noting the number 
displayed on each of their lockers. Inside each locker are a number of 
the pilot's personal items to include; a box containing the pilot's 
ribbons and awards, flight suit, G-Suit, and personal effects bag.

CREATE A NEW PILOT

In order to fly any mission other than Quick Start, you must have an 
active pilot currently on the Pilot Roster. If you wish to create a 
new pilot, you must first replace an existing pilot. Use your 
Controllerto position the cursor on the desired locker. The cursor 
reads SELECT when positioned over closed lockers and either MEDALS or 
NEW PILOT if already open.
Press Selector #1 to open the locker. You are then asked to confirm 
that you are replacing an existing pilot. Type in the name of your new 
pilot and press the Enter Key.  Your new pilot is then given this 
locker along with a flight helmet. Move the cursor above the lockers 
and press Selector #1 when the cursor reads HOME.

SELECTING A PILOT

Because the Pilot Roster allows for more than one Active pilot, you 
may choose between active pilots by simply moving the cursor over the 
desired pilot's locker. When the cursor reads SELECT press Selector 
#1. The locker opens indicating this pilot has been selected to fly 
this particular mission.

ACTIVE PILOTS IN THE ROSTER

All active pilots in the roster retain their accumulated scores. In 
addition, these pilots keep their current campaign status and Reality 
Option settings. If not involved in a campaign, pilots remain in the 
theater where they flew their last mission.
You are not allowed to select MODEM play or enter the BRIEFING Room 
unless you have an active pilot. The only type of play you can access 
without an active pilot is Quick Start.

RECOVER PILOT FEATURE

Although we are certain that you will never need to use this feature, 
a Recover Pilot option has been included. In the unlikely event that 
your favorite pilot meets an untimely end, you may "bring him back." 
The Recover feature does not work on Generals or the original seven 
pilots found in the Roster.
To "recover' an Inactive Pilot, open the locker as you would normally. 
Press Selector #1 when the cursor reads NEW PILOT. You are given three 
menu choices including the Recover Pilot option. Press Selector #1 
over this option.
The pilot is brought back and allowed to continue where he left off. A 
small medallion is added to the pilot's collection of awards and 
ribbons to signify that he has been "brouqht back."

THEATERS
There are three different theaters to choose from; Persian Gulf (the 
historical Desert Storm Scenario), Korea, and Central America. Each 
theater comes with an accompanying campaign narrative in Chapter 4. To 
place your missions in their proper context, it is helpful to read the 
section devoted to your specific theater.
To choose a theater, use your Controller to position the cursor over 
the unfolded map in the foreground of the Home screen. When the cursor 
reads THEATERS, press Selector #1.
You are then shown a world map outlining your three theater choices. 
Choose the theater by moving the cursor inside the theater box and 
pressing Selector #1. After deciding whether this is to be a single 
mission or full campaign you are returned automatically to the Home 
screen.
If you choose to fly missions as part of a campaign. press Selector #1 
on the button marked CAMPAIGN. After you are returned to the Home 
screen, press Selector #1 over the unfolded campaign map. You are 
shown a close-up map of your theater along with an option of aborting 
the campaign. You are also given a brief report on the progress of
your campaign.

REALITY

To access the Reality Panel, move your Controller to position the 
cursor on the brown stone building in the background. When the cursor 
reads REALITY. press Selector #1.

DIFFICULTY LEVELS

You have a choice of four Difficulty Levels (1-easiest through 4-most 
difficult). The Difficulty Levels represent a number of things: enemy 
pilot skill level, how quickly you are detected by enemy radar, the 
number of enemy planes stationed at each airbase. etc. As you increase 
the level of difficulty, the enemy response becomes tougher. At level 
4, only their best pilots are scrambled and the SAMs are formidable.

REALITY OPTIONS

There are twelve reality options which a player is asked to set prior 
to play. Reality options are set independent of the others so that is 
possible to have a mix of Standard Mode and Authentic Mode features. 
Some options are set by turning them either On or Off. It is 
recommended that players experiment with Standard Mode first. Once 
Standard Mode has been mastered, build on that knowledge base by 
setting more and more options to Authentic Mode.
The Difficulty Level also affects the default settings of the Reality 
options. The more difficult the level, the more options are defaulted 
to Authentic Mode. Note that these default settings are recommended 
settings only. You are not required to keep these settings after 
choosing a Difficulty Level. In fact, you can change any or all of the 
default settings without changing the overall Difficulty Level.
Use your Controller to move the cursor over the window displaying your 
option choices. Press Selector #1 to change the default selection on 
each of the windows.
If you need help making a decision, you can press Selector #1 over the 
name of each Reality option. A short summary or description is 
accessed to aid you in making an informed choice.

 

Once you have accessed an active pilot, the next step is receive your 
mission assignment in the Briefing Room. To enter the Briefing Room, 
use your Controller to position the cursor over the door located on 
the left wall of the Hangar area. This is the Briefing room door. When 
the cursor reads BRIEFING press Selector #1 to enter.
Once inside the Briefing Room. you receive a mission summary which 
defines the mission you are about to fly. Move your cursor to the 
white chalkboard. When the cursor reads MISSION. press Selector #l. A 
close-up view of the white chalkboard now gives you a detailed 
overview of the mission.
At the top of the chalkboard is your flight's call-sign which is used 
for identification purposes. Note that unlike your Tactical Call-Sign 
which you gave yourself on the ROSTER screen, you do not chose mission 
callsigns. These are generated at the start of each flight by "ground-
weenies" on the Headquarters staff.
Next, your Primary and Secondary targets are listed according to type 
of target and location. It is important to pay close attention to the 
types of targets you are ordered to hit. Target type plays a crucial 
role in determining the ordnance you will carry if playing with 
Authentic Mode weapon effectiveness.
Following the target summary comes a listing of additional friendly 
assets on station. These assets are essentially on-call to help you 
accomplish your mission. The listing for the Boeing E-3 Sentry AWACS 
(Airborne Warning and Control System) states the availability and 
general location of these aircraft.
The listing for the Boeing E-8C J-STARS (Joint Surveillance and Target 
Attack Radar System) states the availability and general location of 
these aircraft. J-STARS is used to detect ground movement in the 
battle area and is responsible for processing real-time intelligence. 
If conditions change in your target areas you can expect a call from 
the J-STARS. You may be redirected to strike different targets as a 
result of the fluid nature of modern war.
The Intelligence Report is a brief summary of the enemy forces you may 
encounter en route to the target. As with all military intelligence. 
the report is only an estimate based on information available when you 
takeoff. These reports may or may not be accurate when you arrive in 
the battle area.
The next piece of information in your mission orders is a cursory 
weather report. The sky is either Clear or Overcast and based to a 
large deg ree on the theater you are flying in . If a cloud layer 
exists, you are given the Cloud ceiling (altitude of the cloud layer 
bottom).
Your default Ordnance Loadout is listed along with weapon systems that 
are currently unavailable (for Campaign missions only).
Lastly. under Force Coordination are Ingress and Egress options. 
Various start-up times and fuel considerations are listed in the 
mission orders. On a typical mission, the Pilot and WSO arrive at 
their aircraft 50 minutes before the actual start of a mission. This 
allows them time to do their pre-flight checks and walk-around 
inspections. Thirty minutes prior to mission the crew enters the 
aircraft. They begin to taxi 15 minutes later.
As part of the Force Coordination considerations, the mission orders 
list the names and locations of the home airbase or tanker track. 
Alternate landinq areas are noted in case of emergencies.

MISSION MAP

To the left of the white chalkboard is the Mission Map. Move your 
Controller to position the cursor over the map.  When the cursor reads 
MlSSlON MAP, press Selector#1. The Mission Map allows you an up-close 
inspection of the theater.  Use this time to plan your Ingress and 
Egress routes.
The television shows you video pictures of your targets.

DECLINING A MISSION

If for any reason you wish to decline a particular mission, position 
the cursor over the trash can. When the cursor reads DECLINE MISSION, 
press Selector #1. The mission is declined and you are returned to the 
Home screen. Remember, declining too many combat missions may 
adversely affect your career progression.

ARMING

After having accepted a mission, you must now arm your aircraft or fly 
with a default load of ordnance.  From the Briefing Room, proceed to 
the Arming Screen by positioning the cursor over the Briefing Room 
door and pressing Selector #l.
The Arming Screen allows you to customize your weapon load or fly with 
the default ordnance already shown on the aircraft. The default 
selection is made up for you should you choose to fly the aircraft as 
is. To accept this default load, simply move the Controller over the 
open cockpit. When the cursor reads TAKE OFF, press Selector #1 .
Should you choose to arm the aircraft yourself, take note of the 
different weapon systems laid out in front of the aircraft. In time, 
you will come to recognize each weapon on sight, but for now an 
information window appears describinq each weapon when selected.
The F-15E has four ordnance stations located underneath the aircraft; 
Wing-bomb, Wing-missile, Conformal Fuel Tank (CFT), and Centerline. 
You may arm each of these stations in turn by selecting from a number 
of different weapon options. Weapons are loaded symmetrically on each 
wing. That is. the same type of bomb is instantly loaded on both wings 
to maintain aerodynamic balance.
Note that the GBU-15 weapon requires an AN/AXa-14 data link pod to 
operate. A data link pod is automatically loaded on your Centerline 
station when this weapon is selected.
To arm your aircraft simply press Selector #1 when your cursor is 
overtop the desired weapon. The current station being fitted is 
highlighted on the menu. Pressing Selector #1 when your cursor is not 
overtop of a weapon brings up the Information Panels.
 

After being selected, the weapon is automatically placed on the 
highlighted station. The current load of each station may be viewed in 
the upper right corner of the arming screen. The numbers to the left 
of the weapon's numerical designation (1 xl,2x3,3x2etc.) refer to the 
amount of weapons that are released by a single press of the Pickle 
Button. For
example, the numbers 3 x 2 indicate that 3 weapons are released at a 
time and that the pilot may make two drops. The total number of 
weapons loaded on this station therefore equals 6.
You are automatically moved to the next weapon station. You may also 
advance to the next station by pressing Selector #1 on the panel 
marked NEXT STATION.
Since weight affects your performance you may wish to lighten the load 
by having a station remain empty. If this is the case, press CLEAR 
STATION when the desired station is highlighted. For example, short 
range missions may not require a centerline external fuel tank.
The panel marked MORE accesses an F-15 under-belly schematic which 
shows the weapons stations while being loaded. This schematic appears 
in the upper right corner of the screen after pressing Selector #l on 
the panel.
When you are satisfied with your ordnance selections, move your 
Controllerto the panel marked OK and press Selector #1. The 
information panels are erased from the screen in order that you may 
view the aircraft fully loaded with ordnance. Use your Controllerto 
position the cursor over the Cockpit canopy. After the cursor reads 
TAKE OFF, press Selector #1 to go immediately to the flight line for 
takeoff.
Pressing Escape (esc Key) returns you to the Briefing Room at any 
time.

MODEM

F-15 Strike Eagle lll gives you the ability to fly the aircraft with 
or against another person in real time by using a modem link. This 
link can either be made telephonically or by a direct connect between 
two computers. There are three different styles of Modem play for you 
and a friend to choose from; Cooperative Wingman, Co-operative Front 
Sea/Back Seat and Head-to-Head Competition. Specific details 
concerning Modem play can be found in the Technical Supplement which 
accompanies this simulation.

MENU BAR OPTIONS

The Home Screen Menu Bar is located at the top of the Home Screen. You 
may access the Menu Bar by moving your Controller and positioning the 
cursor at any point along the top edge. When the cursor reads MENU, 
press Selector#l.

MODEM

The Home Screen Menu bar is used to set up Modem play. Follow the on-
screen prompts and configure the Modem options to accomodate your 
hardware.

FILE

You are given the option to Quit to DOS should you desire. If you 
access the panel marked About F-15 III, you are treated to a photo of 
the entire design team (suitable for framing).

IV. YOUR CAREER

When you place a new pilot on the Pilot Roster, you are beginning that 
individual's service career. In essence, you become this pilot. While 
each combat mission is an opportunity for advancement, there also 
remains the inherent risk of not coming back. From this point on, your 
decisions concerning accepting or declining missions reflect how far 
you will progress with this particular pilot.
Before beginning each mission, you are given Primary and Secondary 
targets to attack. Your objective is to destroy these two targets and 
make it back safely. Along the way you are likely to encounter stiff 
enemy resistance in the form of interceptor aircraft, SAMs, and 
Triple-A.

MISSION SCORING

Destroying both the Primary and Secondary targets gives you the best 
opportunity for maximizing your score. You may, however, destroy enemy 
targets of opportunity as they present themselves. Destroying enemy 
ground installations such as SAM radars, oil storage facilities, 
runways, and missile boats, add to your total score. But, remember 
that your primary and secondary targets must take priority.
After each successful mission, you receive a point score depending 
upon how well you performed. Destroying enemy targets raises your 
point score but you must be careful to avoid causing collateral damage 
or civilian casualties. This may significantly lower your final score, 
not to mention the explaining you'll have to do upon your return.

PROMOTIONS

Promotions are based upon your accumulated point totals. They are not 
easy to get but they do come in time. Every pilot starts out a flight 
career as a 2nd Lieutenant. Based upon your accumulated point total, 
you may be promoted to 1st Lieutenant. As you add more points to your 
total score, you are promoted up through the ranks as follows; 
Captain, Major, Lieutenant Colonel. and Colonel.

Hans Halberstadt Arms Communication

The highest and final rung on the career ladder is Brigadier General. 
Having reached this lofty position of responsibility, the Air Force 
ceremoniously retires you to a Pentagon desk job. Of course having 
been assigned to a desk, you are in a wonderful position to seek fame 
and fortune as a civilian lobbyist working on Capitol Hill.

AWARDS AND MEDALS

You may also receive awards and medals for outstanding performance 
during the course of any one particular mission. All awards and medals 
are kept in your personal box of decorations. This box is stored on 
the top shelf of your individual locker. Awards and medals stay with 
the pilot even if missions are flown in different theaters. They are 
non-transferable between pilots.
Each of the three theaters has its own separate campaign ribbon for 
successfully completing a campaign. Other awards (ranked lowest to 
highest in value) include the Air Force Commendation Medal, Air Medal, 
Distinguished Flying Cross, Silver Star, Air Force Cross, and 
Congressional Medal of Honor. Of course, there is always the Purple 
Heart for becoming wounded in the line of duty.
If you awarded more than one of a specific decoration, you receive a 
cluster instead of the actual decoration. Bronze clusters signify the 
receipt of each additional award up to five. Silver clusters indicate 
that you have been awarded that particular decoration five additional 
times. For example, if you possess an Air Medal with Silver cluster, 
this indicates that you have been awarded the Air Medal a total of six 
times.

ENDING YOUR GAREER
BECOMING A CASUALTY
Your career is over. obviously, if you become KIA (Killed In Action). 
Getting killed is an occupational hazard which can occur a number of 
different ways. Crashing or flying into the ground tends to be fatal. 
Bailing out at speeds over 400 knots is generally a career ending move 
as well.

RETIRED FOR THE GOOD OF THE SERVICE
If you bail out of your aircraft too many times, the Air Force 
declares you unfit for duty. If this happens, you are retired for the 
good of the service and finished flying F-15s. Turn in your wings, 
because your career is over.

ENDING A MISSION

Once in flight there are several ways to end your current mission if 
you so choose. The first two options are completely voluntary. The 
remaining options are left up to the whims of fate.

QUIT TO DOS
Press the Quit to DOS (alt q Key) or use the Menu bar prompt. Ending 
the
mission in this manner does not give you credit for anypoints you may 
have
scored prior to leaving. This option may be exercised at any time 
during play.

ABORTING A MISSION
Use the Menu bar prompt to abort the mission. Ending the mission in 
this manner does not give you credit for any points you may have 
scored prior to leaving. Aborting the mission returns you immediately 
to the Home Screen where you are free to begin a new mission. This 
option may also be exercised at any time during play.

END MISSION OPTION
If you desire, you may prematurely end the mission voluntarily by 
selecting the END MISSION option from the 'in flight" Menu bar. In 
order to do this, your aircraft must be "Fence Out," i.e. out of enemy 
controlled airspace. Note that the penalty for ending the mission in 
this manner is a slightly reduced point score.

CRASHING
Crashing into the ground has a tendency to end your mission. You want 
to avoid this whenever possible. No doubt there will be times in the 
heat of combat where your attention is focused on other things. Try 
not to lose sight of the ground when maneuvering. If you see that a 
crash is inevitable, by all means eject.

GETTING SHOT DOWN
One of the drawbacks to combat is that occasionally the enemy gets 
lucky and manages to shoot down your aircraft. Fortunately, rescue 
aircraft and helicopters are constantly airborne waiting for just such 
an occurrence. If
your aircraft is no longer airworthy, eject and wait to be picked up. 
Even if you are behind enemy lines, in most cases you will be 
successfully rescued.
SAFE LANDING OR RETURN A successful mission ends with the return of 
your aircraft to a friendly airbase or tanker track. Once you have 
received a SAFE LANDING from the control tower, you are taken directly 
to the Debriefing room to recap the mission. The KC-10 Tanker crew can 
be counted on to give a cheery WELCOME HOME" greeting.

MISSION DEBRIEFING

The Mission Debriefing consists of an animated replay of your mission. 
This animation shows the major events which took place and places them 
in chronological order. A summary of your point score is also 
displayed along with any medals or awards you are to receive. At the 
conclusion of the Debriefing, you are taken directly to the Home 
Screen.

CAMPAIGN MISSIONS

A Campaign is considered to be a series of consecutive missions all 
flown by the same pilot in the same theater. Each mission also has you 
taking ofl from the same base.
A campaign game mission is "won" or "lost" individually. A pilot 
"wins" a mission if he/she successful destroys either the Primary or 
Secondary target. Destroying both targets is better in terms of 
overall point score, but only one is required to "win" the mission.

 


You are not required to make it back to a friendly airbase or tanker 
track in order for the mission to be counted as a "win." You may bail 
out of a damaged aircraft and still consider the mission successful as 
long as either target was destroyed. Keep in mind that bailing out too 
often may cause you to be assigned a desk job.
Each mission is part of a larger campaign goal. Consider them as 
"stepping stones" toward an achieving a greater objective.  For 
example, a campaign may have as its ultimate goal the elimination of 
all enemy naval traffic in a certain body of water. A series of 
campaign missions would then be generated directing you to strike 
these targets. The final goal might be an attack on the port 
facilities supplying these vessels. Your campaign would progress 
toward victory as these targets were eliminated.
Once a pilot undertakes a campaign, that pilot may only fly missions 
as part of the on-going campaign. For example, a pilot may not begin a 
Persian Gulf campaign then fly single missions in that theater. 
Likewise, a pilot with a campaign undenway may not switch theaters to 
fly missions elsewhere.
 



The only way a pilot may exit from a campaign is by choosing to abort 
the campaign before it has reached a conclusion. The option to abort 
the campaign is offered on the Home Screen before each flight.
Upon successful completion of the entire campaign, a pilot is awarded 
a campaign ribbon from the appropriate theater. You are now free to 
assign the pilot to a new campaign in this, or any other theater. You 
may choose to forego further campaign game missions and have the pilot 
fly single missions for awhile.
V. HOW TO FLY

THE F-15E COCKPIT

Since the F-15E is a two-seat strike aircraft, there are two areas of 
primary flight control: the front Pilot's seat and rear Weapon Systems 
Officer's seat. From these two positions you are able to both fly the 
aircraft and utilize its weapon systems.

THE FRONT SEAT (PILOTS STATION)

The front seat of the F-15 III is reserved for the pilot of the 
aircraft. Directly in front of pilot's field of vision is located the 
cockpit "dash" and Head-Up Display or HUD. The HUD is a transparent 
screen containing superimposed flight information which also gives the 
pilot an unobstructed view out the front of the aircraft.
Underneath the HUD is the aircraft's front seat "dashboard." It 
contains three primary areas of activity, the MPD/MPCDs, Upfront 
Controller, and Engine Management Display.
The Pilot has access to two Multi-Purpose Displays (MPDs) and one 
Multi-Purpose Color Display (MPCD) from the front seat position. 
Before flying, look at the section on MPDs and MPCDs to get familiar 
with the various display screens.
Located between the two MPDs is the Upfront Controller. The Upfront 
Controller consists of four text strips which may be toggled to 
display Primary and Secondary target information. Additional fuel and 
navigational information is available by pressing Upfront Controller 
(u Key) during the course of the flight.
Located just to the right of the lower MPCD is the Engine Management 
Display. You are able to monitor the status of your engines at a 
glance simply by viewing this display.

THE REAR SEAT
(WEAPON SYSTEMS OFFICER'S STATION)

The rear seat is not equipped with a HUD although there is a HUD 
repeater display available. Instead, as the "Weapon Systems Officer or 
Wizzo," you get to look at the back of the pilot's head for the 
duration of the mission. Usually, there is little time for that, 
however. As the Weapon Systems Officer, you are kept very busy working 
two MPDs and two MPCDs.
These displays operate exactly as those in the front seat. Although 
you can conceivably launch ordnance as well as fly from the pilot's 
seat, that is the pilot's job. The job of the Weapon System Officer 
(WSO) is to set up the shot for the pilot. It is always a good idea to 
have the Weapon Systems Officer periodically use the rear View(F3 Key) 
to check your "six."

COCKPIT INSTRUMENTATION
AND CAUTION LIGHTS

The Front and Rear Cockpits are equipped with a number of Instrument 
and Caution lights. Instrumentation lights act as visual indicators 
that a certain event has taken place or that a particular piece of 
equipment is operating. Caution lights are visual indications of 
damage sustained by your aircraft.

FRONT SEAT INSTRUMENT/CAUTION LIGHTS
Located over Multi-purpose Display #1 are two lights: the EMIS and 
Master Caution (MC) indicators. The EMIS light illuminates when your 
aircraft is emitting detectable energy from either your radar or 
internal Jammer. The Master Caution light illuminates only after the 
aircraft has suffered damage. The MC light does not indicate the 
specific nature of the damage, only that it has occurred.
The Front Seat instrument lights are located over Multi-Purpose 
Display #2 as follows:
[AI] Airborne Intercept: This light illuminates when an enemy aircraft 
has fired an air-to-air missile at your aircraft.
[S] SAM: This light illuminates when a SAM launch is detected by your 
TEWS.
[A] Automatic Pilot: This light illuminates whenever the automatic 
pilot is engaged.
[B] Brake: This light illuminates whenever the ground brakes are 
applied or speedbrake extended while in flight.
[G] Landing Gear: This light illuminates when your Landing Gear is 
extended for takeoff and landings.
[J] Jammer Activated: This light illuminates when your internal jammer 
is activated. This does not mean that it's currently functioning, only 
that it has been activated.

Located directly to the right of MPD #2 are two additional instrument 
lights:
[I] Identification; Friend or Foe: The IFF light illuminates when a 
friendly aircraft is locked on radar and has been identified by IFF.
[L] Running Lights: This light is illuminated when Running Lights are 
turned on.

REAR SEAT INSTRUMENT/CAUTION LIGHTS
The Rear Seat instrument lights are located over Multi-Purpose Display 
#5. They provide duplicate indications of the lighting available to 
the pilot in the front seat.
There are sixteen Caution lights arranged in two rows of eight, 
located over MPCD #6. Each of these lights corresponds to various 
items on the aircraft that are susceptible to damage. When these items 
are damaged, the appropriate Caution light illuminates (refer to the 
Damage section for details).

FLIGHT CONTROLS THE CONTROLLER
F-15 Strike Eagle III is able to accommodate a number of different 
flight control options. Your Controller represents the control stick 
on the actual aircraft. It is the principal means of guiding your 
aircraft through the air. In the simulation it may be either a 
physical joystick, numeric/cursor keypad, or some other device (see 
the Technical Supplement for details).

REAR SEAT CAUTlON LIGHTS

Note that if a mouse device is available, it is active along with the 
Controller. Both come into play at various times during a mission.
Note that the more you move the Controller, the more your aircraft 
pitches or rolls in that direction. When you release the stick (or 
stop pressing keys), the aircraft gradually returns to a wings level 
attitude.
Your Controller mimics the standard aircraft control stick. Pushing 
the stick forward and away from you pitches the nose of the aircraft 
down. Pulling the stick back and toward you pitches the nose up. 
Moving the stick left or right, banks the aircraft in that direction.
A hint to first-time flyers: use a light touch on the Controller. The 
most common pilot error is a "ham-fist" on the stick, throwing the 
aircraft around the sky in uncontrolled abandon.  Only emergencies 
should cause you to "peg" your stick (push it up against the stoppers, 
beyond which it cannot move).
THE THROTTLE

The throttle controls the power output of you r engines. I n F- 15 
Strike Eagle lll you operate the throttle setting by pressing 
Accelerate (= Key) or Decelerate (- Key). Each time you press one of 
these keys, your throttle is either increased or decreased 
incrementally. Note that you can Max Accelerate (shft= Key) or Cut 
Throttle (shft- Key) instantly. The throttle setting for normal 
cruising speed is 86-90% power. Full Military Power is 100% power and 
uses fuel at a faster rate.
If additional power is needed to escape a dogfight or perform an 
extended vertical climb, press Afterburner (a key). The Afterburner 
dumps raw fuel into the engines and adds an additional 10% to Full 
Military Power output (110%). In fighter-speak, flying with your 
afterburner lit is known as travelling at the "speed of heat."
Fuel is consumed at an enormous rate, however. Afterburner cannot be 
sustained for long without running out of fuel long before the mission 
has been completed.

To turn off the afterburner, simply press Decelerate (- Key) once. The 
afterburner is automatically shut off . If you're not sure if the 
afterburner is shut down, check the status of your engines on the 
Engine Management Display. When the afterburner is engaged the RPM% 
indicator reads 110%.

THE ENGINES

The original engine design used on the A and B model F-15s came from 
specs outlined in the early FX program. In 1970, the USAF settled on 
two Pratt & Whitney F100-PW-100 afterburning turbofans. These engines 
were subjected to a 150 hour nonstop test which included 30 hours of 
continuous operation simulating Mach 2.3. By October 1973, the DOD 
finally authorized full funding for the project.

The F100 design was subsequently upgraded with a digital electronic 
control system . Renamed PW-220, the digital controls significantly 
enhanced the engine's performance. The maximum engine output with 
afterburner (28,900 Ibs. of thrust) could now be reached in under five 
seconds. F-15Es built from 1986 through 1990 were originally fitted 
with F100-PW-220 series engines.

From 1990 on, the F100-PW-229 series engines have been fitted to newer 
block F-15 models. These engines provide greater thrust and perform 
better at high altitudes than the PW220. The PW-229 compressor is also 
more reliable leading to a lowered incidence of compressor stall. All 
F-15Es flown in F15 Strike Eagle IIIare considered to be equipped with 
F100PW-229 engines.

UPFRONT CONTROLLER

The Upfront Controller consists of four text windows located directly 
underneath your HUD. The information displayed inside these windows is 
designed to help you navigate the aircraft.
UPFRONT CONTROLLER

On the top line, the current position of your aircraft is displayed 
alpha-numerically. Your position is given in degrees and minutes 
according to the aircraft's latitude and longitude. The letter prefix 
corresponds to the compass headings (North, South, East, and West).

DETERMINING YOUR LAT/LONG POSITION
The theater maps provided with each scenario contain latitude and 
longitude lines corresponding to the positions indicated on the 
Upfront Controller. To pinpoint your location on the map at any given 
time, simply cross index your latitudinal (honzontal lines) and 
longitudinal (vertical lines) positions.
The first two digits are degrees of latitude. The final two digits are 
minutes of latitude. A minute is equal to roughly one nautical mile. 
On maps of this size, minutes of latitude and longitude are hard to 
distinguish. They can be ignored without affecting the accuracy of 
this process.

Trace your finger across the proper latitude line until reaching the 
point matching the degrees indicated. Repeat this procedure on the 
proper longitude line. The intersection of these two points is your 
current location . Note that degrees of longitude may consist of three 
digits.
All of the theater maps are divided into 3 degree increments of 
latitude and 5 degree increments of longitude. The rectangles formed 
by these divisions are all uniform. Any distortion you perceive 
between the rectangles is due to the process of projecting a globe 
onto paper.
The second line displays the position of your active Sequence Point in 
the same lat/long manner. The third line displays the range in 
nautical miles to the active Sequence Point.
The last line calculates the minimum fuel required to fly from the 
Sequence Point furthest from your home airbase or tanker track, back 
home. This figure is known as Bingo fuel. When the Bingo fuel amount 
figure reaches your remaining on-board fuel plus reserve, you are 
alerted. If you consume more fuel than is needed to return, plan on an 
alternate landing site or "punching out" after running out of fuel.

ENGINE MANAGEMENT DISPLAY
ENGINE MANAGEMENT DISPIAY

The Engine Management Display is located in the lower right-hand 
corner of the front seat cockpit. In order to view this display you 
have to press Look Down (/ Key) first. The EMD is situated directly to 
the right of your MPCD #3. Viewing the EMD while in flight gives you 
the ability to instantly monitor the status of your engines, fuel, 
etc. It is divided into two identical columns, one for each of the 
aircraft's two engines.
The top number is the current power output expressed in a numerical 
percentage of total engine RPMs. (Full Military Power is 100%). The 
next line gives the fuel temperature in degrees Celsius. The third 
line gives the amount of fuel being consumed. Fuel flow is displayed 
in pounds (Ibs.) of fuel per hour.
The small gauge shows the nozzle position of each engine. The "turkey 
feathers" at the rear of each engine are opened and closed to maximize 
the thrust produced at each power setting. The gauge depicts the 
nozzle position as a single line which moves up or down the display 
depending upon the power setting of your engines.
The bottom number gives the oil pressure in pounds per square inch 
(PSI).

HEAD UP DISPIAY (HUD)

The Head-Up Display (HUD) provides crucial flight and weapon data 
superimposed on a wide-angle transparent pane in the front of the 
cockpit. The pilot may look through the HUD to the outside world. As a 
result, valuable information is right in front of your eyes, where you 
can keep track of the outside action simultaneously.

HUD GENERAL INFORMATION
The great majority of information displayed on the HUD is available to 
you
regardless of mode. The following list of information is always 
displayed:

AIRSPEED
The small rectangle centered on the left side of the HUD indicates 
your
airspeed in knots. When your landing gear is raised, your airspeed 
Mach
number is displayed in the top line of text in th elower left corner 
of the HUD.

 



 

The bottom line of numbers indicates the amount of g-force being 
exerted. The aircraft can withstand more g-force than the pilot. Human 
g-force limits average between -3 g and +9 g depending on pilot 
training and experience.

ALTITUDE
The small rectangle centered on the right side of the HUD indicates 
your altitude (in feet). Larger-sized digits represent your altitude 
in thousands of feet, smaller digits represent hundreds of feet. When 
flying over elevated terrain such as mountain ranges, a radar 
altimeter automatically displays your Above Ground Level (AGL) 
altitude as a second number directly underneath your altitude as 
measured from sea level. The radar AGL number is marked with an "R" 
prefix. Note the radar altimeter functions independent of your main 
radar system.

HEADING
Your compass heading (the direction in which you are flying) is 
indicated on the horizontal line across the top of the HUD. This scale 
is divided every ten degrees by the large tick marks above the 
horizontal line. A reading of 12 equals a heading of 120ø. A reading 
of 27 equals a heading of 270ø. The heading indicator functions as a 
normal compass, where 00ø=North and 180ø=South, 90ø=East, and 
270ø=West.

INS SEQUENCE POINT DIRECTION INDICATOR
An inverted -V symbol (caret) is located on the bottom of the heading 
indicator's horizontal line. This Sequence Point indicator shows the 
heading you would need to fly in order to reach the point cued into 
the Inertial Navigation System (INS). To get on course, maneuver your 
aircraft until the Sequence Point caret is centered underneath the 
horizontal scale.
For each mission, your INS is pre-programmed with your primary target, 
secondary target, and home airbase or tanker track. When set to 
Standard Mode you can cycle the Automatic Pilot through these Sequence 
Points at any time by toggling Sequence Point+ (s Key) or Sequence 
Point- (shft s Key). Sequence Point+ advances you to the next INS 
indicator and Sequence Point- takes you back to the previous point.

WATERLINE MARK
The "-W-" symbol in the center of the HUD represents the direction 
your aircraft is currently pointing. It also is a fixed indicator of 
your angle of attack (pitch). Normally, if it is positioned above the 
horizon you are in climb. In a dive, the Waterline mark would be below 
the horizon.

VELOCITY VECTOR
The Velocity Vector indicates the aircraft's actual direction of 
flight based on the relationship between its air speed and angle of 
attack. Note that there are instances where the Velocity Vector and 
Waterline Mark are different. This usually occurs immediately after a 
sudden change in pitch attitude when the Velocity Vector needs time to 
catch up to the Angle of Attack.

PITCH LADDER
The Pitch ladder appears on the HUD as a series of horizontal lines. 
Each one of these lines represents 5ø of pitch (up or down). If your 
aircraft is flying level to the horizon, its pitch is said to be 0ø. 
If the aircraft is climbing straight up or diving straight down, the 
pitch is 90ø.
The pitch lines themselves are a major source of information. When the 
aircraft assumes a nose-up pitch, the lines are solid indicating 
positive degrees of pitch. When the aircraft assumes a nose-down 
attitude, the lines are dashed indicating negative degrees of pitch.
The tiny hooks on the ends of the pitch lines always point toward the 
horizon (level flight) . This is helpful when conducting maneuvers 
where the horizon is not visible. In addition, the pitch lines are 
also inclined toward the horizon. The degree of inclination is equal 
to half the actual pitch of the aircraft.
The Bank attitude of the aircraft is indicated by the relative angle 
of the pitch ladder to the Waterline Mark. If the pitch ladder is 
perfectly vertical, your craft is level. If the line slants to the 
left or right, your craft is rolled to the right or left. Note that 
the aircraft is actually turning opposite of the pitch ladder 
inclination

AIRCRAFT MASTER MODES

The heart of the F-15E's ability is its radar system. The AN/APG-70 
radar makes your aircraft an excellent all-weather strike-fighter. The 
aircraft has three Master Modes which when selected are then 
superimposed on your HUD. These Master Modes are Navigation, Air-to-
Air, and Air-to-Ground. While some information is universally 
displayed in all Master Modes, much of the symbology on the HUD is 
relevant only to a specific mode.
Be certain that you have toggled the aircraft to the correct Master 
Mode setting. There is nothing more embarrassing than trying to engage 
enemy aircraft while still displaying Air-to-Ground mode on the HUD.
Your current Master Mode is displayed on the instrument panel along 
the bottom of your cockpit screen. You are able to quickly alternate
between modes by toggling the Master Mode (m Key). You are also able 
to switch to AA or AG modes by selecting the appropriate ordnance.
For example, you are flying in toward a ground target preparing to let 
loose a salvo of Maverick air-to-ground missiles. Your aircraft should 
be set on the Air-to-Ground Master Mode (AG) so you can spot the 
target. However, just as you approach the target, the TEWS display 
alerts you that a nearby enemy aircraft has obtained a 'lock" on your 
aircraft.
To deal with this immediate threat, you quickly change to Air-to-Air 
Master Mode (AA) by toggling the Master Mode (m Key). Your radar is 
instantly switched from detecting ground targets and now is able to 
pick out enemy aircraft. After dealing with the enemy interceptor, you 
change back to Air-to-Ground Mode and launch your Mavericks. Mission 
completed. Once out of harm's way, you switch to NAV mode and return 
to your home airbase.

AiR-To-AiR (AA) MODE

Air-to-Air (AA) mode is used to detect and attack aircraft only. The 
HUD
shows information pertinent to missile and gun combat. An instrument 
light

AIR-TOGROUND HUD

in the front seat control panel reads AA when your aircraft is set in 
Air-toAir mode. Another indication that the aircraft is in AA mode is 
the presence of an Allowable Steering Error (ASE) circle in the center 
of the HUD if a missile is "in priority."

ALLOWABLE STEERING ERROR (ASE)
The Allowable Steering Error cue is the large circle surrounding the 
Waterline Mark when a missile has been placed "in priority." It 
represents the missile's engagement envelope.  The AlM-120 AMRAAM has 
a dashed line ASE circle. All other missiles have a solid line ASE 
circle. If no ASE circle is displayed on the HUD, you are either out 
of missiles or have placed your guns in priority.
STEERING DOT
The Steering Dot is a visual cue which indicates the direction you 
must fly in order to fire a missile at a "locked" target. When a 
target is "locked" on radar. a Steering Dot and Target Designator box 
appear on the HUD. You receive a 'shoot cue" only after the Steering 
dot is brought within the ASE circle. This signifies that you have 
attained a proper engagement envelope for that missile.

TARGET DESIGNATOR BOX (TD)
The Target Designator Box is a small square box which appears around 
an enemy aircraft after it has been "locked" by your radar. It is 
simply an aid in helping you to locate your target during combat. TD 
box symbol never leaves the HUD itself. If your target moves off the 
HUD, a Target Locator line is generated instead. The Target Locator 
Line extends from the center of the ASE to the target.

AIR-TO-GROUND (AG) MODE

Air-to-Ground (AG) mode is used for detecting and attacking ground 
targets only. Various ground targeting and bombing cues appear on the 
HUD. You are unable to detect aerial targets when in AG mode and vice 
versa. Instrument lights in both the front and back seat read AG when 
the aircraft is set to Air-to-Ground Master mode.
The symbology appearing on the HUD depends greatly on the type of 
delivery mode you have selected The symbology associated with each 
type of delivery mode is covered separately within the Air-to-Ground 
sections.

NAVIGATION (NAV) MODE

Navigation mode (NAV) is used for normal flight in non-hostile 
environments such as flying between friendly bases, training missions, 
etc. It displays none of the important combat related information 
found in the other two modes and is best used only when taking off and 
landing. Instrument lights in both the front and back seat read NAV 
when the radar is placed in Navigation Master mode.
NAV mode is particularly important when landing. In addition to the 
normal symbology. the Instrument Landing System (ILS) automatically 
activates once your Landing Gear is extended near a friendly airbase. 
The
ILS consists of a Bank Steering Bar and Glide Slope Indicator which 
aid you in lining up on the runway and establishing a safe rate of 
descent. These two indicators appear centered within the HUD pitch 
ladder (See the sections on Landing and ILS for more detailed 
information).

MULTI-PURPOSE DISPLAYS (MPD/MPCDS)

The F-15E cockpit is equipped with seven Multi-Purpose Displays 
(MPDs). Three of these have color displays and are referred to as 
Mulh-purpose Color Displays (MPCDs). There are two MPDs and one MPCD 
available to the pilot in the front seat. The Weapon System Officer 
has two MPDs and two MPCDs to monitor from the back seat. These 
displays represent the heart of the F-15's effectiveness by providing 
the crew with a means of monitoring combat conditions from a distance.
Each of the MPD/MPCDs can be programmed to view a variety of display 
screens. You may call up different displays on any monitor of your
 
choosing. Only experience will teach you how best to arrange the modes 
to suit your own tastes. Initially the displays default to the optimal 
settings for each of the Master Modes.
Most display screens are available regardless of the Master Mode you 
have selected. Some, however, are only available in certain Master 
Modes. This is particularly true with the radar display screens. For 
example. the Air-to-Ground radar display screen is not available when 
you are in Air-to-Air Master mode.

COMMANDING A MPD/MPCD

To call-up a particular display screen on a MPD/MPCD, simply press the 
MPD Control (shft Key plus display number). You may toggle between the 
various display screens by repeatedly pressing these keys.
In order to operate the Zoom View In/Outfeature of a display screen, 
the MPD/MPCD must first be put "In Command." Press In Command (alt Key 
plus display number). Four vertical bars appear at the bottom of the 
display to signify that it is now "In Command."
It is not necessary that a MPD/MPCD be "In Command" before toggling 
between display screens. Being "In Command" only affects the ability 
to Zoom View In/Out Note that not all displays Zoom View In/Out 
regardless of whether they are "In Command."

MPD/MPCD Display numbers
Pilot MPD/MPCDs     Weapon Officer MPD/MPCDs
Front Leff MPD (1 Key) Rear OuterLeftMPCD (4 Key)
Front Right MPD (2 Key) Rear Inner Left MPD (5 Key)
Front Center MPCD (3 Key) Rear Inner Right MPD (6 Key)
Rear Outer Right MPCD(7 Key)

MPD/MPCD SCREENS
AN/APG-70 RADAR DISPIAYS

The radar display provides you with different screens according to the 
Master Mode selected. When the radar is not emitting radiation (not 
active), it is in SNIFF mode. When switching between Master Modes, the 
radar display automatically changes its default setting for each of 
the modes.

In the Navigation and Air-to-Air Master Mode, the radar appears on the 
MPD/MPCD as a 4x4 grid with an artificial horizon line in the center. 
If a missile weapon is placed in priority, the display will contain an 
ASE circle as well. When set in Standard Mode, these display modes are 
marked STD.
In Air-to-Ground Master Mode, the radar defaults to the Real Beam Map 
(RBM) display.

REAL BEAM MAP (RBM)

The aircraft's radar system sweeps a 120 degree arc along the ground 
ahead of the aircraft. The radar returns reflected off the ground are 
then used to produce the Real Beam Map (RBM). The RBM is used to 
produce real-time photo-quality High Resolution Maps (HRMs) to 
pinpoint ground targets.
 

When your aircraft is set in AG Master Mode, the RBM is displayed on 
the radar screen. In the lower left hand corner is located the RBM's 
current range setting. The RBM range can be set to either 10, 20, 40, 
and 80 nautical miles. In the lower right hand corner of the RBM is 
located the current HRM map scale (in nautical miles).
Moving your Controller over the RBM display changes the cursor to a 
cross-hair. An HRM of the appropriate scale is created by pressing 
Selector #1 when the cross-hair is positioned over the desired area 
(usually a target dot).

HIGH RESOLUTION MAP DISPLAY (HRM)

High Resolution Maps (HRMs) are produced in flight by using the RBM to
select a desired mapping location. Once produced, the HRM may be used

HIGH RESOLUTION MAP DISPLAY
 to designate targets right from the display screen. HRMs come in 
seven separate scales, ranging from 40 nautical miles down to .67 
nautical miles. The lower the scale map produced. the higher the level 
of detail.

TACTICAL SITUATION DISPLAY (TSD)


 
The TSD is a colorized map which may be called up on any available 
MPD/ MPCD. Your aircraft is shown as a white icon and remains centered 
in the display as you move.
In Standard Mode (only), enemy forces appear on the TSD. Enemy 
aircraft are shown as black icons and missiles (both friendly and 
enemy) are shown as moving yellow squares.
Radar sites (SAM and GCI) are shown as simple crosses. Their color 
varies according to whether they have detected your aircraft. If the 
cross

STANDARD MODE TSD

is green, the radar is unaware of your presence. If colored brown, the 
radar is currently tracking you. If colored red, the radar has your 
aircraft "locked." Radar sites send out a pulse which is shown as a 
green circle on the display.
Various ground features (cities, roads, rivers, lakes, etc.) also 
appear on the TSD in their appropriate colors, i.e water is blue. Zoom 
View In (z Key) and Zoom View Out (x Key) are especially helpful when 
viewing terrain and enemy troop locations.

HORIZONTAL SITUATION INDICATOR (HSI)

The HSI is a 360 degree rotational compass which displays your 
aircraft's current heading. The vertical line at the top of the 
display is known as the "Lubber Line." This line corresponds to your 
aircraft's heading. As the compass ring rotates, your aircraft remains 
centered on the display even though it is changing its heading. When 
the automatic pilot is engaged, A/P appears on the display just below 
the aircraft icon.
The display is oriented so that the direction of flight is always 
toward the

HORIZONTAL SITUATION INDICATOR (HS1)
 top of the display. The top of the display is always located in the 
aircraft's 12 o'clock (in front of the aircraft) position reqardless 
of headinq.

INSTRUMENT LANDING SYSTEM SYMBOLOGY
When using the HSI in NAV mode with landing gear down, the Instrument 
Landing System (ILS) is engaged. A Heading Marker is located on the 
outer perimeter of the HSI compass. The location of this symbol on the 
compass indicates the direction of the nearest airbase.
When the ILS is operating an arrow appears in the center of the 
compass. This arrow is known as the Course Pointer and it indicates 
the runway alignment in relation to your aircraft's approach.
The mid-section of the arrow is known as the Course Deviation 
Indicator (CDI). The CDI represents the centerline of the runway. If 
you are lined up properly with the runway, the CDI remains aligned 
with the Course Pointer. If, however, you begin to deviate off course, 
the CDI moves. An aircraft which is off to the left of the runway 
causes the CDI to move to the right of the Course Pointer. An aircraft 
which is off to the right of the runway causes the CDI to move to the 
left.
The four dots represent a width of 5 deg with 1 1/4 deg between them. 
They represent the cone width of the airbase's localizer beam which 
your aircraft uses to operate its ILS.
ATTITUDE DIRECTOR INDICATOR (ADI)

The ADI displays an electronic artificial horizon which indicates the 
aircraft's pitch and banking condition. It is particularly useful 
during night missions when a pilot is unable to see the ground and may 
become spatially disoriented.
The circular display is divided into two colored sections; blue for 
above the horizon and gold for below. The line formed by joining these 
sections together is the artificial horizon. In the center of the ADI 
is a Waterline Mark similar to the one located on the HUD. 
Superimposed over the display is a pitch ladder which is numbered in 
10 degree increments.
Along the top of the ADI is a Heading Indicator which corresponds to 
the one located on the HUD. The upper right box gives the altitude in 
feet and the upper left box shows your current airspeed in knots.
The ADI also displays the Instrument Landing System (ILS) Bank 
Steering Bar and Glide Slope Indicator. (See the section on Landing 
for further details concerning the ILS).

ATTITUDE DIRECTOR INDICATOR (ADI)

AIR TO AIR ARMAMENT

ARMAMENT (ARMT)
The Armament display is a graphic representation of your ordnance 
load. There are two different displays according to your current 
Master Mode.
In Air-to-Air Master Mode, the display shows your missile layout. The 
location of each of the missiles on the weapon stations is signified 
by their numeric designation. Above each designation, the type of 
missile is listed as either MRM (Medium Range Missile) or SRM (Short 
Range Missile). Depending on which missile is placed in priority you 
get either a RDY (ready) or STBY (stand-by).
In Air-to-Ground Mode, the display shows your bomb layout by type and 
number. As bombs are dropped, the amount of remaining ordnance is 
displayed. Fuel tanks appear as FUEL on the centerline station.
AIR TO GROUND ARMAMENT

HUD REPEATER

The HUD repeater gives the Weapons System Officer the ability to "see" 
what is going on in the pilot's HUD.  Certain visual cues appearing on 
the HUD are duplicated.  This simplified HUD can be called up on an 
MPD/ MPCD in the rear seat. It is superimposed on the NAV FLIR 
display.

MASTER CAUTION (MC)

The Master Caution display gives you a full text listing of all areas 
currently damaged and inoperable. (See the Authentic Mode Damage 
section for more details concerning aircraft systems).

HUD REPEATER

MASTER CAUTION (MC)
TACTICAL ELECTRONIC WARFARE
SYSTEM (TEWS)

Each F-15 is equipped with its own Tactical Electronic Warfare System 
(TEWS), pronounced "Tooz." The TEWS suite is an integral part of your 
aircraft's self-defense capability and consists of an array of sensors 
and antenna receivers.
Regardless of Master Mode, the TEWS display screen is initially 
defaulted to the front seat right MPD (Display #2). Thereafter, you 
may place this display screen on any of the MPD/MPCDs you desire.
Although the TEWS is just another MPD/MPCD view, it is important 
enough to warrant discussion in a separate section. There are full 
descriptions of the TEWS display under both the Standard and Authentic 
Mode sections of this manual. Refer to the appropriate section for 
further details.

STANDARD MODE TEW5

AUDIO WARNING AND SITUATION MESSAGES

ON BOARD COMPUTER
(BITCHIN-BETTY) MESSAGES

Because Pilots and Weapon Systems Officers have their attention 
focused outside the cockpit much of the time, visual signals and cues 
often go unnoticed. In an effort to remedy this problem, audio 
warnings and messages are automatically sent by the on-board computers 
directly into the crew members' headsets. These calls are triggered by 
the appropriate simulation event and are not controlled by the 
player(s). A female voice is used because studies have shown that it 
immediately gains the attention of male pilots.

"caution TF failed": repeated twice whenever the LANTIRN navigation 
pod is damaged.
"warning, engine fire left": repeated twice whenever the left engine 
is damaged.
"warning, engine fire right": repeated twice whenever the right engine 
is damaged.
"caution": repeated twice whenever any other system is damaged.
"bingo fuel": repeated twice when bingo fuel point is reached.
"warning, low fuel": repeated twice when only 5,000 pounds of fuel are 
remaining.

GENERAL INFORMATION MESSAGES

In addition to warnings generated by the on-board computers, outside 
sources contribute to the crew's overall Situational Awareness. 
Information may be generated from a number of support elements. These 
elements include AWACS, J-STARS, KC-lOs and even the airbase control 
tower.
The crew members themselves provide a great deal of information. An F-
15E Pilot and WSO must function as a team in order for them to be 
successful in combat. The cockpit messages they pass back and forth 
are the product of years of flying together and being able to 
anticipate each
others' next move.
The following general information messages are triggered by simulation 
events and are not controlled by the player(s). Each message is an 
audio repetition of the text messages normally displayed on the 
screen. They are received by the player as situational updates along 
with a tag indicating the origin of the message.

"spike": a ground-based radar site has tracked your F-15E.
"spike mud": a ground-based radar site has locked up your F-15E.
"mud launch": a ground-based radar or IR missile has been launched at 
your F-15E.
"launch, launch": an airborne radaror IR missile has been launched at 
your F-15E.
"primary achieved": the primary target has been destroyed.
"secondary achieved": the secondary target has been destroyed.
"cleared for take off": sent to player at the start of a mission when 
flying from a ground base.
"cleared, good hunting": sent to player at the start of a mission when 
flying from a tanker track.
"good landing": sent to player when making a good ground landing.
"fence in": sent to player when entering enemy controlled airspace.
"fence out": sent to player when leaving enemy controlled airspace.
"Welcome Back": received from KC-10.

AWACS (AIRBORNE WARNING AND
COMMAND SYSTEM)
In addition to the radar and TEWS there is another method of detecting 
enemy aircraft. Pilots are free to call on orbiting AWACS aircraft by 
pressing Picture (shft p Key). When contacted, the AWACS aircraft 
gives you a quick report of aircraft in your vicinity.
Since the AWACS must handle many aircraft requests simultaneously, 
several minutes may elapse before your next call for information goes 
through. If the AWACS aircraft is busy with other aircraft, you 
receive a "Status Unchanged" message. Allow some additional time to 
pass before attempting to contact AWACS again.

AWACS messages deal only with enemy aircraft. AWACS is not equipped to 
detect status of enemy ground forces, that is not its job. The AWACS 
aircraft responds by giving you one of five different messages which 
are coded for brevity. They consist of a one word Situation Report 
(SITREP) followed by a directional indication and range. Directional 
indications are given as bearings from your aircraft, not the AWACS.

CLEAR: no enemy aircraft detected along the indicated bearing out to 
the indicated range.
BOGEYS: unidentified aircraft detected at the given bearing and range.
SNAP: enemy aircraft detected at the given bearing and range. You are 
directed to engage these aircraft.
CHICKS: friendly aircraft detected at the given bearing and range.
HOMEPLATE: an advisory which gives the bearing and approximate range 
to your home airfield or tanker track.
Note that all aircraft detected more than 40 nautical miles from your 
aircraft will be listed as bogeys, identification unknown. Those 
aircraft detected less than 40 nm from your aircraft are identified by 
the prefix "Snap" or "Chicks" accordingly.

JOINT SURVEILLANCE AND TARGET ATTACK
RADAR SYSTEM (J-STARS)

Boeing E-8C J-STARS (Joint Surveillance and Target Attack Radar 
System) aircraft are used to detect ground movement in the battle area 
and are responsible for processing real-time intelligence. If 
conditions change in your target areas after you have taken off, you 
can expect a call from the J-STARS. You may be redirected to strike 
different targets as a result of the fluid nature of modern war.
If contacted by J-STARS (code-named Blackjack), you receive a message 
in the form "blackjack target N4732 (example of latitude) W1243 
(example of longitude)." The new target coordinates are fed directly 
into your Upfront Controller along with the target type. New targets 
override
your original orders concerning your Primary and Secondary targets.
Vl. SIMULATION VIEWAND
CONTROL l<EYS

A good airplane can never compensate for a poor pilot. Before you can 
master an opponent, you must first master the aircraft. In other 
words, flying a supersonic aircraft is difficult enough without having 
to worry about being detected and shot down. Due to the immediacy of 
modern air combat, it is worth the time spent familiarizing yourself 
with the cockpit and controls before you take to the air.
Because of the complexity of F- 15 Strike Eagle III, there are well 
over a hundred separate command keys, each performing a different 
function. A complete list of these keys can be found on the Key 
Reference Card. Keep the card handy for immediate use during flight.
This section is a detailed summary of all the various command 
functions which you will use during the normal course of play. Each 
function is referred to by its name as it appears on the Key Reference 
Chart in italics followed by the actual keystroke in parenthesizes. 
The keys have been grouped into appropriate sections for quick 
reference. These include pilot and external views, flight controls, 
radar, general simulation controls, etc.

SIMULATION VIEWS KEYS

Normal Cockpit View(F1 Key): This view is the normal fonward view 
perspective of both the Pilot and WSO. The HUD is positioned directly 
in front of the pilot's field of vision. The WSO fonward cockpit view 
includes the four MPD/MPCDs. This is the most commonly used view 
during the simulation.
Full Frontal View (F2 Key): This view gives you an unobstructed look 
out the front of the aircraft from both seats. The HUD does not appear 
when using this view.
Rear View(F3 Key): From the pilot seat, this view gives you an over 
the shoulder look out the rear of the aircraft. Your Weapon Systems 
Officer is visible in the foreground. From the back seat, the WSO has 
a fantastic field of vision over the tail of the aircraft.

Pilot View (F4 Key): This view is from the pilot's perspective and 
provides a field of vision wherever the pilot is physically able to 
swivel his head. It is moveable using key pad directional number keys; 
2- down, 4left, 8- up, and 6- right. Pressing the 5 Key (in the middle 
of the Keypad) automatically centers this view to its default 
position.
Remote View(F5 Key): This is a external view which defaults initially 
to the rear of the aircraft. It is moveable using key pad directional 
number keys; 2-down, 4-left, 8-up, and 6-right. You may also use the 
Zoom View In/Outcommands as well. Pressing the 5 Key (in the center of 
the Keypad) automatically centers this view to its default position.
Side View (F6 Key): This is an external view used to view the 
aircraft's profile. It is useful in judging pitch angle, checking the 
landing gearstatus,etc.YoumayuseZoomViewln/Outcommandsinconjunction 
with this view.
Missile View (F7 Key): In this view, you are positioned directly 
behind your own missile (or bomb) as it flies to its target. If more 
than one weapon is in flight, you are positioned behind the one most 
recently launched. If no ordnance is in flight, you are positioned 
behind your aircraft. Multiple presses of this key cycles you through 
all in-flight ordnance including enemy ordnance launched at your 
aircraft. You may use Zoom View In/Out commands in conjunction with 
this view.
Padlock View(F8 Key): The Padlock view is similar to the Pilot View 
(F4 Key) with one exception. This view automatically "locks" your view 
on a specific air target. In a tight turning, twisting dogfight this 
view allows you to maintain visual contact with an enemy aircraft. 
Multiple key presses allows you to cycle through eligible aircraft.
Tactical View(F9 Key): Your view perspective is looking past your 
aircraft at an enemy air or ground target. This view automatically 
rotates to keep both your aircraft and target in view. It is 
invaluable when dogfighting by letting you "see" your maneuvers in 
relation to the enemy's.
The view is also helpful when lining up for a second or third pass 
over a ground target. You may use Zoom View In/Outcommands in 
conjunction with this view. In Air-to-Air Mode, multiple presses of 
this key cycles through eligible aircraft.
Reverse Tactical View (F10 Key): This view is the same as the Tactical 
View (F9 Key) except that you are seeing the situation from the 
enemy's perspective. It automatically pans to keep your plane in view. 
Experienced pilots find this a very dramatic view when making attack 
runs on ground targets. You may use Zoom View In/Outcommands in 
conjunction with this view. In Air-to-Air Mode, multiple presses of 
this key cycles through eligible aircraft.
Zoom View In (z Key): This view moves your view perspective inward 
(closer) to the object or area. You may Zoom View In the focus of 
certain MPD/MPCD screens as well as some external fields of vision.
Zoom View Out (x Key): This view moves your view perspective outward 
(farther away) from the object or area. You may Zoom View Out the 
focus of certain MPD/MPCD screens as well as some external fields of 
vision.
Front/Back Seat Toggle (' Key): This key toggles between front and 
back seat forward views. Your view perspective is transferred 
accordingly.
Front Seat Look Up/Down Toggle (/ Key):This key allows the pilot to 
look down at the front cockpit "dash." From this view the pilot can 
see MPCD #3 and the Engine Management Display. This view is not 
available from the Rear seat.
Back Seat Look Left(< Key): This view may be accessed only from the 
back seat. It allows you to see the left side of the cockpit which is 
partially obscured when using a front view of the back seat displays.
Back Seat Look Right (> Key): This view may be accessed only from the 
back seat. It allows you to see the right side of the cockpit which is 
partially obscured when using a forward cockpit view of the back seat 
displays.
Key Pad Directional Keys (Numeric Keys): These keypad numerical keys 
are used to rotate external views of the aircraft as follows; (2down, 
4- left, 8- up, and 6- right). The keypad keys only function if the 
keypad num lock key is depressed. If using a keyboard only, the num 
lock function must be toggled on and off accordingly. Pressing the 5 
Key (in the center of the Keypad) automatically centers this view to 
its default position .

Players must make the distinction between the numerical keys which run 
in linear fashion across the top of their keyboard and key pad number 
keys. Key pad number keys are those numbers arranged in a square with 
the 5 key in the center.
When a mouse is available. full screen external views reshaped to a 
smaller size. Use the mouse to move the cursor to the lower right 
corner of the view screen, press left mouse button and click-drag the 
view to the desired size. Once reduced in size, the higher frame rate 
results in smoother action.

PRIMARY FLIGHT CONTROL KEYS

Accelerate (= Key): Pressing this key increases the throttle of your 
aircraft in lO% increments.  Your power status can be viewed on the 
Engine Management display as it is increased.
Max Accelerate (shft= Key): Pressing this key immediately increases 
your throttle to 100% (Full Military Power).
Afterburner (a Key): Your fighter is equipped with an afterburner that 
allows you to gain additional power at the expense of a great deal of 
fuel. To kick in the afterburner, press Afterbumer (a Key). To turn 
off the afterburner, simply press Deceleration (- Key) once.
Decelerate (- Key): Pressing this key decreases the throttle of your 
aircraft in 10% increments. Your power status can be viewed on the 
Engine Management display as it is decreased.
Cut Throttle(shft- Key): Pressing this key immediately shuts down the 
engines to 0% power.
Automatic Pilot(p Key): By pressing this key, the Automatic Pilot 
takes immediate control of the aircraft. Automatic Pilot acts 
differently depending on the flight mode. In the Standard Mode flight 
model, the Automatic Pilot directs the aircraft toward your active INS 
Sequence Point.
In the Authentic Mode flight model, Automatic Pilot maintains your 
current heading without regard for Sequence Points. While under 
Automatic Pilot, the aircraft remains in level flight at a constant 
speed and current altitude. The [A] Cockpit light illuminates while 
the Automatic Pilot
is engaged. In Standard Mode, Automatic Pilot is instantly disengaged 
if you change your course or altitude. In Authenhc Mode, minor course 
and altitude corrections do not disengage the Automatic Pilot.
Landing Gear (g Key): This key toggles your landing gear up and down. 
When your landing gear is up, your Mach number and current gforce 
stress is displayed in the lower left hand corner of the HUD. The [G] 
Cockpit light illuminates when your gear is down. In Standard Mode at 
Difficulty Level 1, the landing gear raises automatically after 
takeoff once you have climbed above 100 feet. In Authentic Mode, the 
landing gear cannot be extended if you travelling faster than 300 
knots.
Brake(b Key): If your aircraft is on the ground, toggling this key 
turns your wheelbrakes On/Off while you taxi . If your aircraft is 
airborne, this key toggles between the speedbrake's two positions, 
retracted (in) and extended (out). You can use the Side View (F6 Key) 
to watch as the speedbrake extends and retracts. The [B] Cockpit light 
illuminates when either the wheelbrakes or speedbrakes are in use.
Directional Controls (Arrow Keys): The keyboard directional control 
keys act as the Controller when the simulation is not being played 
with a joystick.  By pressing the directional keys, you are able to 
maneuver the aircraft just as if you were using a joystick.
Eject(shft e Key): When your aircraft is so damaged by enemy fire that 
it is no longer airworthy, it's probably time to bail out. Press Eject 
(shft e Key) to bail out but remember, there are no second chances. If 
you "punch Elvis" (hit the Eject key) by mistake, you are not given an 
opportunity to take it back. Don't wait until the last minute before 
"hitting the silk." You cannot safely eject if your aircraft is 
inverted or travelling over 400 knots.

SECONDARY FLIGHT CONTROL KEYS
Next Sequence Point + (s Key): This key toggles forward through your 
current INS Sequence Point settings. It is designed to be used in 
conjunction with the Automatic Pilot function in the Standard Mode 
flight model. Once you reach your active Sequence Point, it is 
switched to the next Sequence Point for you.
Next Sequence Point- (alt s Key): This key toggles back through your 
current INS Sequence Point settings. It is designed to be used in 
conjunction with the Automatic Pilot function in the Standard Mode 
flight model.

Running Lights (shft I Key): This key toggles your running lights 
(including Formation lights) On and Off. Lights are important for 
close formation flying at night. Otherwise, turn them off or they 
assist the enemy in spotting your aircraft. The [L] cockpit light 
illuminates when your Running lights are on.
Pause (alt p Key): The Pause instantly freezes the simulation. You may 
resume play by pressing any key.
Accelerate Time (shft t Key): There are eight levels of accelerated 
time. Accelerated time is useful when flying long distances without 
encountering any significant threats or opposition. The current 
acceleration multiplier is displayed in the upper left corner of your 
HUD.
Normal Time (t Key): Normal Time returns the simulation to its normal 
non-accelerated time rate.
Picture (shft p Key): By pressing this key, you are able to get an 
accurate assessment of enemy air activity along your current heading. 
The AWACS gives you the location of friendly and unidentified aircraft 
as well.

MENU CONTROLS/OPTIONS KEYS
Escape (esc Key): Pressing Escape (esc Key) during flight gives you a 
number of game options displayed on a Menu bar across the top of the 
screen. Pressing Escape (esc Key) while in a Home screen subsidiary 
exits you to the previous screen.
Joystick Recalibration (alt j Key): Press this key if your joystick is 
causing the aircraft to fly erratically. After pressing this key, stir 
your joystick briefly to facilitate the recalibration.
Quit(alt q Key): Pressing Quit immediately ends the simulation and 
returns you to DOS. It does not save information to disk so your 
current mission score is lost.

ELECTRONIC COUNTERMEASURE
CONTROL KEYS

Jammer Active (j Key): Although the Jammer works automatically to 
counter enemy radars, it must first be activated by pressing the 
Jammer
Active (j Key) toggle. The [J] Cockpit light illuminates when the 
Jammer is active. Note that the Jammer only functions, even though 
active, when a radar threat exists.
Release Chaff (c Key): Pressing this key releases a bundle of radar-
distorting chaff. You are initially given 18 bundles. A message 
appears on the HUD indicating that you have released the defense and 
how many you have remaining.
Deploy Flare (f Key): Pressing this key releases a flare designed to 
decoy incoming heat-seeking missiles. You are initially given 12 
flares. A message appears on the HUD indicating that you have released 
the defense and how many you have remaining.

AlRCRAFT MASTER MODE CONTROL KEYS

MasterMode Selector(m Key): By pressing this key, you can toggle 
between the aircraft's three Master Modes: [NAV], [AA], and [AG]. The 
Master Modes effect the symbology displayed on the HUD accordingly. 
Cockpit instrument lights indicate your current Master Mode status.

AIR-TO-AIR MODE (M)

Guns(1 Key): Pressing this key puts your 20mm Vulcan M61A1 gun into 
priority. A floating gunsight pipper appears on your HUD and the radar 
is placed in Auto-acquisition mode.
Short Range Missile (2 Key): Pressing this key puts a heat-seeking 
AIM-9 in priority. A solid-line ASE circle appears on your HUD to 
signify that you have selected a short range missile.
Medium Range Missile (3 Key): Pressing this key puts a medium range 
AIM-120A or AIM-7M in priority.
Pickle Button (spacebar Key or Joystick Button #2): Each time this key 
is pressed a single missile is fired. The type of missile fired 
depends upon which missile selection is "in priority."
Fire Guns (ENTER Key ): Each time this key is pressed, one burst of 
20mm rounds is fired.
Identification; Friend or Foe, IFF(i Key): IFF is a method utilized to 
determine if an unidentified contact is a friend or enemy aircraft. 
Special electronic systems are used to "interrogate" a target to 
determine its nature. Press IFF(i Key) to interrogate a locked target 
(IFF is only effective with a locked tarqet).

If friendly, a transponder in the "locked" aircraft automatically 
responds by "squawking" back with an audible tone. In addition, the 
[I] instrument light illuminates in the cockpit. If the aircraft is 
hostile, you do not get a "squawk." Instead, the target icon 
immediately changes into an "X" symbol on the radar display.

AIR-TO-ROUND MODE (AG)

Weapon systems may be selected and put into priority by pressing the 
key corresponding to their position on the aircraft. The weapons are 
positioned on one or more of the following external stations:

Left Wing Station (4 Key) Right Conformal Station (7 Key) Left 
Conformal Station (5 Key) Right Wing Station (8 Key) Centerline 
Station (6 Key)

Pickle Button (spacebar Key): Each time this key is pressed, ordnance 
is deployed. The number of air-to-ground weapons actually released 
depends upon type of ordnance loaded on the weapon stations in 
priority.
Jettison Ordnance (shft j Key): By pressing this key, all air-toground 
ordnance is immediately jettisoned (released). This makes the aircraft 
more nimble in air combat but may make it impossible to complete your 
mission. You cannot jettison air-to-air ordnance in this manner but 
you can always fire it off as you would normally.
Bombing Mode (shft b Key): By toggling this key, you are able to 
change your method of weapon delivery from AUTO mode to CDIP and vice 
versa

HUD CONTROL KEYS

Declutter HUD (dKey):  This key removes the Pitch Lines from your HUD 
for better pilot visibility if necessary. Additionally, this key 
annotates your Heading, Altitude and Airspeed along the bottom edge of 
any external view.
Increase HUD Brightness (h Key): This key gradually increases the 
brightness of your HUD display each time it is pressed.
Decrease HUD Brightness (shft h Key): This key gradually decreases the 
brightness of your HUD display each time it is pressed.
LANTIRN HUD FLIR(shft f Key):This key toggles the HUD FLIR ON and OFF. 
By pressing this key once, you superimpose the FLIR view used for 
night vision on the HUD. Press the key a second time and the HUD view 
returns to normal. This view is extremely useful for night operations 
because it allows the pilot to "see" in total darkness.

RADAR CONTROL KEYS

Radar Activate (r Key): This key toggles your AN/APG-70 radar between 
ON and SNlFF mode.  SNlFF mode puts the radar on standby and does not 
emit detectable radiation. This makes it more difficult for the enemy 
to detect you. Accordingly, the EMIS light does not illuminate while 
the radar is in SNIFF mode.
Long/ Short Range Scan Toggle (INSERT Key): In Authentic Mode, this 
key toggles the radar between Long and Short Range Scan. A detailed 
explanation of these two scan modes may be found in the Authentic Mode 
section dealing with operating the radar.
TWS (DELETE Key): By pressing this key, your radar is placed in Track 
While Scan mode. A detailed explanation of TWS (pronounced "Twiz") may 
be found in the Authentic Mode section dealing with operating the 
radar.
Radar Range Selection (HOME Key): By pressing this key you toggle the 
range of the radar scope. The range of the scope, calibrated in 
nautical miles, appears in the upper right corner of the MPD screen.

Designate Target (backspace Key): This key is used to designate 
targets for both your air-to-air and air-to-ground weapons. By 
repeatedly pressing this key you are able to cycle through all 
eligible air or ground targets that appear on your radar display. This 
key is also used in conjunction with the HUD Pipper Designator when 
neither the radar, RBM, or HRM screens are "in command."
Lock Target(l Key): By pressing this key, you specifically target an 
enemy aircraft with your radar. Any weapons fired are directed at the 
target you currently have "locked-up" target.
Break Lock (k Key): This key immediately breaks any radar "lock" you 
currently have on a target. The radar automatically reverts to the 
last active mode you selected. (Not used in Standard Mode)
Auto-Acquisition/Boresight Toggle (END Key): Auto-Acquisition "locks-
up" the first or closest target detected out to a maximum range of 10 
nm. Boresight is used to "lock-up" a target using the HUD pipper. (Not 
used in Standard Mode)
Antenna-Up 5 Degrees (PAGEUP Key): Raises the elevation of your radar 
search arc by 5 degrees. (Not used in Standard Mode)
Antenna-Down 5 Degrees (PAGEDOWN Key): Lowers the elevation of your 
radar search arc by 5 degrees. (Not used in Standard Mode)
TRAINING MODE KEYS

Training Mode (alt t Key): By pressing the Training Mode key, you can 
safely ignore all enemy aircraft and missiles. In addition, you have 
an automatic radar altimeter that adjusts your altitude to keep you 
above 300 feet. However, it only makes mild corrections, and is 
useless if you make wild maneuvers. If Training mode is activated at 
any time, you receive no score for the current mission.
Resupply (alt r Key): In Training mode missions (only) you can get an 
infinite supply of fuel and ammunition. Each time you tap Resupply, 
your fuel tank is filled and your ammunition is increased to the 
maximum possible level. This option is especially useful in target 
practice and on sight-seeing trips. Resupply also automatically 
repairs all damage suffered previously by your aircraft.
Day/Night Forward Acceleration (alt= Key): Each time this key is 
pressed, time advances by five minutes.
Day/Night Backward Acceleration (alt- Key): Each time this key is 
pressed, time advances by five minutes.
Slew Controls Slew controls are used to rapidly move your aircraft 
across the theater world (Tactical Situation Display). The amount 
moved by each press of the key is determined by Zoom perspective of 
the TSD.
Slew North (alt s Key), Slew West (alt z Key),
Slew East (alt c Key), Slew South (alt x Key),

VII. STANDARD MODE

Standard Mode is actually a collection of option settings rather than 
a distinct simulation unto itself. At the beginning of each mission, 
you are given an opportunity to set the Difficulty Level and Reality 
options on the Home screen.
When you initially set the Difficulty Level, Reality options default 
to either Standardor Authentic Mode. The lower you set the overall 
Difficulty level, the more options are defaulted to Standard Mode. You 
are free, however, to change these settings without affecting the 
level of Difficulty you have previously chosen.





STANDARD MODE (TEWS)

The following section is devoted to describing how to operate the 
aircraft when all the Reality options are set to Standard Mode. It 
includes a Check Ride which takes you through an entire mission from 
takeoff to landing.

STANDARD MODE TACTICAL ELECTRONIC
WARFARE SYSTEM (TEWS)

You have two principal means of detecting enemy aircraft and avoiding 
being surprised yourself; radar and the Tactical Electronic Warfare 
System (TEWS). Of the two methods, TEWS is perhaps more useful because 
it is an undetectable passive system which does not alert the enemy to 
your presence.
In Standard Mode, the TEWS is an extremely powerful tool. It gives you 
a 360 degree "God's eye" view of the tactical situation surrounding 
your aircraft. At a glance you are able to immediately see the enemy's 
air and ground deployment.
The TEWS display appears on an MPD/MPCD as four concentric circles 
centered on a pair of horizontal and vertical lines. Your aircraft, a 
grey aircraft icon, remains centered on this display. It is oriented 
so that the top of the display always represents the aircraft's 12 
o'clock position (in front of you). The bottom of the display is your 
aircraft's 6 o'clock position (behind you).
The range of your TEWS is variable. You may select ranges of either 
10, 20, 40, or 80 nautical miles. Your range selection is shown in the 
upper right corner of the display. To change the range setting, the 
MPD/MPCD must first be placed "in command." Press the alt Key plus the 
MPD/MPCD number to put the display in command. You may now press Zoom 
View In (z Key) or Zoom View Out(x Key) to toggle between range 
settings.
Regardless of the range setting, the distance between each of the 
circles is equal to one quarter of the total range setting you have 
selected. For example, if your TEWS is set to 40 nm, the circles are 
located at 10, 20, 30, and 40 nautical miles. At 20 nautical miles, 
the circles represent radii of 5, 10, 15, and 20 nm.
DISPLAY ICONS
The TEWS display shows the location of all enemy aircraft and 
groundbased defenses. SAM installations appear as green missile icons, 
GCls appear as red radar dish icons. Missile Boats appear on the TEWS 
as grey colored ship icons. Enemy aircraft appear in three different 
colors depending upon their altitude. They are colored yellow if above 
you, orange if at the same altitude and dark red if the enemy is below 
you. Once you "lockup" enemy aircraft, a Forget Designator box appears 
around the icon.
All missiles, both friendly and enemy, appear as small fast moving 
lines. Friendly missiles are colored white, enemy radar-guided 
missiles are red and heat-seeking missiles are yellow. Your ECM 
(flares and chaff) appear on the display as long as they remain 
effective.
The Standard Mode TEWS gives you a complete picture of the enemy 
disposition. Use this display to plan your route to the target around 
heavv concentrations of SAM sites and avoid being jumped by enemy 
fighters.

STANDARD MODE AIR-TO-AIR COMBAT

Before you can shoot down an enemy aircraft, you must first detect it 
on radar. Fortunately, the F-15E's AN/APG-70 radar is up to the task. 
The radar display defaults to the left hand MPD in the front seat of 
the aircraft. Place your aircraft in the proper mode for detecting 
enemy aircraft by toggling the Master Mode (m Key). Cycle through the 
Master Modes until AA (Air-to-Air Mode) reads on the instrument panel 
at the bottom of the screen.

THE STANDARD MODE (STD) RADAR DISPIAY

In Standard Mode, the radar display is marked STD on the display 
screen and begins the mission already activated. Your F-15E is 
positioned at the bottom of the radar display looking up or ahead. The 
display itself is divided into a 4 x 4 square grid in 30ø increments 
along the x-axis. The yaxis is divided into four increments measured 
in nautical miles (nm) and may vary in size. This gives the radar a 
120 degree search arc originating at the nose of the aircraft. Since 
your aircraft is centered along the bottom edge of the display, only 
aircraft ahead of your point of view are detected and appear on the 
grid.
The Standard Mode (STD) radar screen displays all detected aircraft by 
superimposing them on the grid. Aircraft appear on your radar as small

STANDARD MODE RADAR (STD)

solid squares and are considered already designated targets. The most 
threatening target is always the first to be "locked" (You must "lock" 
additional targets individually before firing. If more than one 
aircraft appears, you may cycle through them using Designate Target 
(backspace Key) or Lock Target(l Key). The target you are currently 
designating appears as an open square. All others appear as small 
solid squares.
All icons have a small line which points in the direction of flight. 
This "Lead Line" shows the target's heading and should be thought of 
as an extension of the aircraft's nose, not its tail.
Across the top of radar display, starting from the upper left corner, 
are a number of numerical values. The first value is the designated 
target's current speed, followed by its heading, and finally, the 
range setting of the display.
Across the bottom of the radar display in the lower left corner is 
located the abbreviation STD, for Standard Mode. In the lower right 
corner is the target's current altitude in thousands and hundreds of 
feet. The first value is the thousands and the second value is the 
hundreds. A "shoot cue" appears to the left of the altitude numbers 
when you are able to fire on a designated target.

RADAR STATE
Technically, the radar system is never turned off during a flight. 
When not operational, the radar is placed into an inactive or standby 
mode called SNIFF mode. While in SNIFF mode the radar antenna 
continues to scan along its designated path, but does not emit any 
energy. When the radar system is in SNIFF mode, the EMIS indicator is 
not illuminated.

RADAR RANGE
The radar range can be changed by toggling the Radar Range (Home Key). 
The range can be set to 10, 20, 40 or 80 nm. The individual horizontal 
breaks still represent one quarter of the maximum range setting. For 
example, with a 20 nm setting, the individual horizontal breaks 
indicate ranges from 0 (your aircraft's position at the bottom) to 5, 
10, 15, and 20 nm from your F-15E.

BOGIES & BANDITS
When detected, all aircraft appear as bright green boxes on the radar. 
Do not let the relative position of the green boxes disorient you. 
Just keep in mind that they are out in front of your F-15E. They may 
be above or below your current altitude, but at this point you have 
determined the most important piece of information; that a potential 
threat exists.

DESIGNATING A TARGET

Any target appearing on radar is automatically designated. If multiple 
targets appear only the closest target is initially "locked." You must 
lock these targets individually. Use either Designate Target(backspace 
Key) or Lock-up Target (I Key) to cycle through the eligible targets. 
When a target is "locked" that aircraft is now referred to as the 
Primary Designated Target (PDT).

The purpose of designating a target is to paint it with radar energy 
in order to track and fire at it Air-to-airmissiles require that the 
firing aircraft's radar focus at a specific target. When a target is 
designated (locked), it changes from a solid square to an open box on 
the STD display. The information on the HUD then changes from general 
radar data to specific tarqet data.

RADAR AUTO-RANGING

The radar incorporates automatic range scaling. If the PDT's range is 
approximately 2 nm less than the most distant range boundary, the 
selected range automatically switches to the appropriate increment. 
For example, if the radar display is set at 40 nm, as the PDT's range 
falls to 18 nm, the radar automatically switches into 20 nm range.

HUD SYMBOLOGY
RADAR RANGE SCALE

When a target is designated (locked) and a missile selected, the HUD 
is filled with information pertaining specifically to that target 
(PDT). Running vertically along the right side of the HUD is a line 
called the Radar Range Scale. It appears only when a target is 
designated (locked).
The Radar Range Scale contains two small horizontal lines and a caret. 
The caret corresponds to the target's range. The two small lines are 
maximum and minimum missile ranges. The upper line is the selected 
missile's maximum range; or RMAX. The lower line is the selected 
missile's minimum range; or RMIN. The target's range caret must 
obviously be situated somewhere between RMAX and RMIN for a valid 
shot.
In addition to the horizontal tick marks and range caret, the Radar 
Range scale displays the Closure Rate between yourself and the 
designated enemy aircraft. To the immediate left of the range caret is 
the rate of closure (in knots). A positive value indicates the speed 
at which you are overtaking the target; a negative value is the speed 
at which the target is pulling away from you.
In addition to the missile range data, two other important cues appear 
on the HUD; the Allowable Steering Error circle (called ASE) and the 
Steering Dot.
The ASE is the large circle located in the middle of the radar 
display. It represents the engagement envelope of the particular 
missile you have selected. A dashed line ASE circle appears if you 
have placed medium range AIM-1 20A AMRAAM missiles "in priority." It 
appears as a solid line circle if either an AIM-7M Sparrow or AIM-9M 
Sidewinder are "in priority."
The Steering Dot is initially located somewhere within the ASE or 
along the Target Locater Line leading to the Target Designator Box 
(TD). It is a moving cue which indicates the direction you must fly in 
order to engage your designated target.

TARGET DESIGNATOR BOX (TD)

The Target Designator Box is another very useful reference cue. 
Designated aircraft appear on the HUD with a TD "box" around them as a 
visual indication of their location. The TD box never totally leaves 
the HUD even if the target exits the HUD's field of view. In this 
instance, the TD box is parked at the edge of the HUD.
A line appears from the center of the ASE to the target's location 
when it leaves the HUD's field of vision. This line is appropriately 
called the Target Locator Line. If you follow the line, the target is 
at the other end.
To fire a missile, maneuver your aircraft in such a way that the 
Steering Dot (a single small dot on the HUD) is brought within the 
confines of the ASE circle. Once this is done, the target is 
considered within the missile's engagement envelope.
Now is probably is a good time to temporarily halt the simulation for 
a moment by pressing Pause (alt p Key). Refer to the HUD illustrations 
in this chapter concerning the radar system to identify what this new 
information all means. When you are ready to continue, press any key 
to resume the simulation.

AIR-TO-AIR COMBAT (MISSILE)

It has all come down to this moment. You have a PDT and have placed 
the correct missile "in priority" The PDT is within the weapon's Rmax 
and Rmin as shown on the vertical Range Scale. Finally, the Steering 
dot is within your ASE circle. All you need now is to see a "Shoot 
Cue" appear underneath the HUD TD box signifying that you are clear to 
fire.

SHOOT CUE

Once the target is brought within range and missile constraints, a 
Shoot Cue appears on the lower center of the radar display. It also 
flashes directly below the TD on the HUD.
Shoot Cues appear as a triangles for the AIM-9M and AIM-7M and six-
pointed stars for AIM-120A. If the Shoot Cue disappears before the 
shot is taken, you must wait for it to reappear. The shot is good only 
as long as the Shoot Cue is visible.
After you receive the "Shoot Cue," you may fire the missile by 
pressing Pickle Button (spacebar Key). One missile of the appropriate 
type is then launched. Chances are that you can spot the missile 
heading for the target. For a nice effect, press Missile View (F7 Key) 
to view the action from the missile's perspective or Reverse Tactical 
View(F10 Key) to view it from the enemy's vantage point.

LOCK-SHOOT LIGHTS

The cockpit is also equipped with Lock-Shoot lights located on the 
canopy braces. These lights illuminate when a target is "locked" When 
you receive a "shoot cue," the Lock-Shoot lights flash.

AIM 9M & AIM 120A (FIRE AND FORGET MISSILES)

The AIM-9A Sidewinder and the AIM-120A AMRAAM are both "fire and 
forget" missiles. Once launched, you need not retain a radar lock-on 
in order for the missile to intercept the target. In fact, you may 
immediately fire a missile then switch to a new target. You may also 
turn completely away from the target if the tactical situation 
dictates a retreat.

AIM-7M (MAINTAINING RADAR LOCK)

The AIM-7M Sparrow is a semi-active radar homing missile (SARH). It 
homes in on the reflected radar energy generated by your F-15E. After 
launch, it is necessary that you maintain a radar lock-on (called 
"painting
the target") until the missile intercepts the target. It is not 
necessary to maintain a Shoot Cue, however. This means keeping the 
target in your radar's beam envelope until the missile hits. In a 
tight-turning, close-in fight, this may prove to be impossible.
TIME TO INTERCEPT (TTI)
Once an AIM-7M or AIM-120A missile is launched, the TTI data is 
displayed on the HUD as the final target entry in the lower right 
corner. The value is expressed in seconds to intercept the target. If 
the missile loses its lock, "LOSING" displays in place of the seconds. 
TTI is extremely useful as the target must be continually illuminated 
by your radar for an AIM-7M Sparrow to intercept a target.

BREAK X

If a target range passes below RMIN, a large l'X" appears in the 
center of the HUD and the center of the radar display This symbol, 
called a "Break X," indicates that the range is too short and a shot 
is no longer possible. You must reposition your F-15E for a clear 
shot. If you take the shot, it will miss. Sometimes you may find that 
switching from a medium range to a short ranqe missile brinqs the 
target back within constraints.

GUN HUD

AIR-TO-AIR COMBAT (GUN)

The gun design of the F-15 series of aircraft overcame a limitation 
that long plagued the the F-4 Phantom II and earlier aircraft. With 
the gun mounted directly along the aircraft's horizontal axis, you 
must actually fire more at a target's nose than at its midpoint. This 
is due to the natural fall of the shells as gravity takes over.
It tight-turning furballs (dogfights) you had to fire at a target just 
out of your point of view. To compensate for this early design 
deficiency, the F-15's gun is canted up 2ø from the true horizontal 
plane. Some ingenious designer figured out that that was just enough 
cant to overcome this force at 3,000 feet or less.
Your F-15E is equipped with a Lead Computing Optical Sight called LCOS 
(pronounced "L-COS") adapted for use with its M61 A1 20mm gun. The 
LCOS uses your F-15E's motion and the radar range to estimate the 
target velocity and acceleration.
The M61A1 gun has a maximum effective range of approximately 3,000 
feet, or roughly one half of a nautical mile. The gun and gunsight are 
boresighted to engage targets at 2,250 feet. This is the optimum 
target engagement range although the gun can fire a great deal 
further. Anything beyond 3,000 feet decreases the effectiveness of the 
gun due to shell dispersal .
When the gun is placed "in priority," the ASE is removed and replaced 
by a gunsight reticle. When lacking a locked target, the reticle is 
positioned just above center line in the HUD due to the gun's 2ø cant.  
With a locked target, the reticle floats in the HUD, compensating for 
your F-15E's flight parameters.
With only 512 rounds of 20mm on board, you can't afford to waste many 
shots. Even so, do not hesitate to shoot. To attack a target using 
your gun, simply place the reticle on the target. Once in range, pull 
the trigger. Could it get any easier?
The reticle must be stabilized on the target before a shot can be 
taken. The art of of stabilizing the reticle on the target is a matter 
of maintaining a g-level that is already attained. Quick, sharp 
violent maneuvers just throw the reticle around the HUD. Make small 
course corrections ahead of the target and let the enemy aircraft fly 
into your gunsight.

IDENTIFICATION, FRIEND OR FOE (IFF)

Modern air combat seldom affords pilots the opportunity to visually 
identify a potential target. IFF is a method utilized to determine if 
an unidentified contact is a friend or enemy aircraft. Special 
electronic systems are used to "interrogate" a target to determine its 
nature.
Press IFF(i Key) to interrogate a locked target (IFF is only effective 
with a locked target). If friendly, a transponder in the locked 
aircraft automatically responds by "squawking" back with an audible 
tone. The [I] instrument light illuminates in the cockpit.
If you do not get a "squawk" the target icon immediately changes into 
an "X" symbol on the radar display indicating that the aircraft is 
hostile. Do not wait to see the whites of his eyes. Shoot first and 
ask questions later.

STANDARD MODE AIR-TO-GROUND
COMBAT

Now that you have eliminated potential air threats to your mission, 
it's now
time to discuss attacking ground targets. The F-15E is known as the 
"Strike
Eagle" because of its role as a ground attack fighter. In fact, your 
missions
are exclusively strike missions versus ground targets. Air combat is
usually a secondary and incidental consideration.  While air combat is
more glamorous, strike missions are where F-15E pilots earn their pay.

PRIMARY AND SECONDARY TARGETS

Each mission requires you to attack a Primary and Secondary target. 
These two targets are generally related in that the same type of 
ordnance is used to destroy both. The order in which you attack these 
targets is unimportant and left up to you. Just remember, if you 
attack the Secondary target first, keep enough bombs on board to 
destroy your Primary.
Your prescribed flight path is displayed on the Tactical Situation 
Display (TSD). The first Sequence Point along the path is always the 
Primary Target. The second Sequence Point is the Secondary target.

AIR-TO-ROUND BASIC CONCEPTS
The AN/APG-70 radar system is able to distinguish ground targets with
great accuracy.  In addition, the synthetic aperture radar (SAR) has 
the ability to create highly detailed maps of potential target areas. 
Supporting the radar system is the LANTIRN AN/AAQ-14 Targeting Pod 
with its high resolution FLIR and laser designator.
The primary Air-to-Ground (AG) radar displays are the Real Beam Map 
(RBM) and the High Resolution Map (HRM). These two displays work in 
tandem to create near photo-quality views of potential target areas. 
They may also be used to designate targets directly from their display 
screens. This effective combination gives the F-15E an all-weather 
strike caoabilitv which is second to none.

AIR TO GROUND RADAR
REAL BEAM MAP (RBM)

The Real Beam Map display is the default function of the aircraft's 
radar when set to Air-to-Ground Mode. The radar always points in the 
direction your aircraft is travelling so that the RBM is heading 
stabilized. It has a fixed azimuth of 120ø and a maximum range of 80 
nm.
The value in the lower left corner is the current range setting. Your 
F15E is positioned at the bottom of the radar display looking up or 
ahead. Terrain and ground objects appear as small dots on the grid 
ahead of your point of view.

RBM (RADAR RANGE)
The display is divided into four incremental arcs each representing 
onequarter of the total display range in nautical miles (nm). The 
range can be set to 10, 20, 40 or 80 nm. Therefore, if the range is 
set to 80 nm, the individual arcs indicate ranges from 0 (your 
aircraft's position at the bottom), to 20, 40, 60, and 80 nautical 
miles.
At shorter ranges, the individual arcs still represent a quarter of 
the maximum range setting. For example, with a 20 nm setting, the 
individual arcs indicate ranges from 0 (your aircraft's position at 
the bottom), to 5, 10, 15, and 20 nm from your F-15E. The radar range 
can be changed by pressing Radar Range (Home Key) to toggle between 
the various range settings.
The value in the lower right corner of the RBM display is the current 
Display Window Size (called DW) for the HRM. If the display is place 
"in command," the DW can be scaled downward in increments by pressing 
Zoom View In (z Key).  It can likewise be scaled upward by pressing 
Zoom View Out (x Key).

RBM (TERRAIN & TARGETS)
Terrain is displayed as shades of dark to light, with black as no 
terrain, or water, to brighter shades for higher elevations. Non-
terrain objects appear as bright pips against the background terrain. 
Depending on the range selected, these objects can appear as close 
concentrations or dispersed groupings. Objects on an 80 nm range RBM 
appear much closer together than the same objects on a 20 nm range 
RBM.

RBM (SEQUENCE POINTS)
Sequence Point reference cues are placed on the RBM to assist in 
identifying important points on a mission. Your home airbase, 
Refueling Tanker, Primary and Secondary Targets are all indicated on 
the RBM at the appropriate locations. Primary and Secondary Targets 
are indicated as triangles. Your home airfield or KC-10 Refueling 
Tanker is marked with a five-sided symbol resembling home plate in 
baseball.

RBM (DESIGNATING TARGETS)
The manner in which ground targets are designated is highly dependent 
upon the weapon being employed. Targets can be designated for area 
effect weapons such as Rockeye lls directly from the RBM. Other means 
are used to designate targets for point effect weapons such as AGM-65 
Mavericks.
Ground targets can be designated by pressing Designate Target 
(backspace Key). The closest eligible ground target is then 
designated. You can cycle through all eligible ground targets by 
repeatedly pressing the Designate rarget(backspace Key). Targets are 
designated beginning with the closest and working back to the furthest 
away.
Using the keyboard to designate targets (or make HRMs) in this manner 
is a cumbersome process. A mouse device makes this task much faster 
and easier. If you have a mouse device, you can freely move the cursor 
to designate any target directly on the RBM display screen. The cursor 
changes to a cross-hair pointer on the RBM. To designate a target (or 
make an HRM), simply move the pointer over the target and press the 
right mouse button.
HIGH-RESOLUTION MAP DISPLAY

HRM Display Window Size (DW)

HIGH RESOLUTION MAP (HRM)

A High Resolution Map (HRM) is created by the AN/APG-70's synthetic 
aperture radar capability. HRMs depict all the significant terrain 
features and manmade objects captured within the beam. The radar 
Doppler shifts are then converted into near-photographic images which 
can be used to provide guidance for air-to-ground ordnance.
HRMs may be produced in seven different scaled increments 40, 20, 10, 
4.7, 3.3, 1.3 and 0.67 nm. At the largest setting, 40 nm, a large, low 
detail map is produced. The maps continue to get more detailed as the 
size of the map being generated is scaled down. The greatest amount of 
resolution is produced at the .67 nautical mile scale.

PRODUCING AN HRM
HRMs are produced using targets or areas designated on the RBM display 
screen. When you have designated a desired target or area on the RBM, 
press Lock-target (l key) to produce an HRM.
Again, using the keyboard to cycle through all the eligible ground 
targets is a tedious process. It is far better to utilize a mouse 
device to move the cursor and call-up an HRM from the RBM screen. When 
using a mouse device, the cursor changes to a cross-hair as it is 
moved across the RBM.
To produce an HRM using a mouse, simply place the cross-hairs over the 
area or target desired and press Selector #1. Pressing Selector #1 
causes an HRM of the area or target designated on the RBM to be 
produced. It is displayed on the same MPD/MPCD as the RBM unless 
another monitor has been toggled to display HRMs.
The same HRM can be reproduced in higher detail by pressing the Zoom 
Viewln(z Key) to scale down the DW. Press the left mouse button again 
(at the new scaled down DW parameter) to produce the higher detailed 
image.

HRM (SEQUENCE POINTS)
Sequence Point reference cues are placed on the HRM to assist in 
identifying important points on a mission in the same manner as was 
described for the RBM.

HRM (DESIGNATING TARGETS)
Targets can be designated for all weapons directly from the HRM . Use 
the Controller to move the cursor or press Designate Target (backspace 
Key) to designate a ground target on the HRM. You can cycle through 
all eligible ground targets by repeatedly pressing Designate 
Target(backspace Key).
This is a cumbersome process. Again, the preferred method if you have 
a mouse/ is to freely move the cursor to designate any target on the 
HRM map. Pressing the right mouse button designates the target.
OPTICAL GROUND TARGET DESIGNATION
The majority of the ground targeting systems are optical in nature. 
However, they are so closely tied to the AN/APG-70's ground mapping 
systems that they are included here as part of the Air-to-Ground radar 
modes.
In addition to the RBM and HRM, there are three other methods of 
ground target designation which are optical in nature. These methods 
are LANTIRN Targeting FLIR, the HUD Target Designator and HUD Pipper.
The LANTIRN FLIR is an all-weather, nigh/day system optical targeting 
device. The HUD TD and HUD Pipper are optical, daylight only systems. 
They are point of view systems that utilize the old mark 1.0 eyeball 
to designate targets.
Any one of these three additional methods can be utilized to designate 
a ground target. A target designated with one method can be changed or 
redesignated by using another method.

AN/MQ 14 LANTIRN TARGETING POD
The LANTIRN Targeting Pod, along with the AN/AAQ-113 LANTIRN 
Navigation Pod, makes the F-15E an awesome Strike-fighter at night. 
Nestled under the left engine nacelle, the Targeting Pod combines a 
Forward Looking Infrared (FLIR: rhymes with gear) targeting sensor 
with a laser ranger/designator into a single compact package.
The targeting FLIR works in conjunction with the RBM/HRM systems. It 
can be utilized independently for complete passive targeting 
acquisition. Once targets are detected by the radar or the FLIR, the 
laser designator is then utilized to "paint" them for subsequent 
delivery of guided weapons.

LANTIRN TARGETING POD IMPLEMENTATION
Since the LANTIRN Targeting Pod utilizes passive systems, it is always 
active and on-line for immediate use whenever Air-to-Ground Master 
Mode is selected. While the AN/APG-70 Radar System is detectable, use 
of the Targeting Pod does not effect the F-15E's EMIS status.
The Targeting Pod FLIR has a maximum range of 10 nautical miles. The 
closer targets are to the FLIR, the easier they are to recognize and 
identify. Even so, the FLIR provides a high degree of picture 
contrast. This

LANTIRN TARGETING POD,
FORWARD LOOKING INFRARED (FLIR)

Zoom-ln Imaqe

enables details to be identified even at the maximum range. In 
Standard Mode, the FLIR display screen is colorized.
If the RBM/HRM systems are active, the targeting pod's viewpoint is 
automatically slaved to the RBM/HRM's point of view. In any case, the 
Targeting Pod's FLIR has a 360ø field of view. Targets designated via 
the RBM/HRM display systems are also automatically designated by the 
FLlR and centered in its point of view.

HUD TARGET DESIGNATOR
When the radar is in Air-to-Ground mode, the cursor changes to a 
diamond shaped target designator if moved over the HUD. Note that the 
target designator is only active if a mouse is available. To designate 
a target, position the diamond over any point on the ground as viewed 
through the
HUD and press either mouse button. The HUD target designator may not 
be used to mark air targets; it designates ground targets only.

HUD PIPPER DESIGNATION METHOD
The Pipper method of ground target designation is like the Air-to-Air 
Bore Sight radar mode of designating aerial targets. The pipper is 
located at the point of the F-15E's velocity vector. Pressing the 
Designate Target (backspace key) designates the ground target 
currently under the pipper. A slightly nose-down attitude is very 
useful when utilizing this method. Again, it may not be used to mark 
air targets. This method designates ground targets only.

AIR TO GROUND DELIVERY MODES

All these air-to-ground designation methods lead to one specific end, 
the destruction of a target. There are three delivery modes for air-
to-ground ordnance: CDIP, AUTO, and Guided Delivery. Laser delivery 
mode is actually a subset of AUTO and CDIP.
Some weapons utilize only one mode of delivery whereas other weapons 
can utilize different modes of delivery depending upon pilot 
preference or conditions. Where options exist, the delivery mode is 
selected by pressing bomb Mode (shft b key). The active delivery mode 
is displayed in the lower right corner of the HUD.
All modes, except CDIP, require a valid designated target before any 
weapon can be dropped or launched. You must get through that portion 
of the process before you can even think about sending any ground 
ordnance on its way.

CONTINUOUSLYDISPLAYED IMPACT POINT (CDIP) Bombing Mode

CDIP MODE
CDIP (Continuously Displayed Impact Point: pronounced "See-dip") is a 
computer-assisted, manually initiated release mode for the delivery of 
all types of free-fall bombs including: Mk 82, Mk. 84, BSU-49, BSU-50, 
Rockeye ll, CBU-87, CBU-89, BLU-107/B Durandal, and GBU-10 and GBU-12 
laser glide bombs.
CDIP constantly computes the impact point of the priority weapon. A 
weapon is placed "in priority" by pressing the desired Weapon Station 
(48 key). CDIP automatically computes the impact point based on the 
selected weapon. When the weapon is released, you can be fairly 
assured of its impact point. It is the easiest mode to understand and 
master.
CDIP MODE TARGETING FLIR SYMBOLOGY
If a target is designated, it is marked by cross-hairs and centered in 
the FLIR display.

CDIP MODE HUD SYMBOLOGY
CDIP Mode is visually controlled and actuated through the HUD. 
Therefore, a number of cues are displayed on the HUD to aid in the 
delivery of the priority weapon.
If a target has been designated (not required) it is marked by the TD 
symbol. If the designated target is out of the HUD's field of view, a 
Target Steering Indicator is displayed on the Heading Indicator that 
points you to it. (It works in the same manner as a Sequence Point 
caret).
In the lower right corner the "CDIP" mode indicator is displayed, 
along with the Ground Range to Target (G) and the Time to Target 
(TTGT) or Time to Release (TREL) if a target is designated. Both TTGT 
and TREL are expressed in minutes and seconds; the first value is 
minutes and the second value is seconds. If the designated target is 
behind your F-15E, TTGT is displayed, otherwise, TREL is displayed.
The Range to Target is measured somewhat differently than you may be 
accustomed to. It is measured in only two dimensions. It is as if your 
F15E was positioned flat on the ground and you were driving it, like a 
tank, to the target.
The current computed impact point is indicated by the Target Reticle, 
which is positioned at the bottom of the Displayed Impact Line (DIL). 
Think of the DIL as a steering line; it is there to help you line up 
the target.

CDIP MODE WEAPON DELIVERY
In CDlP Mode, the Target Reticle always marks the point of impact on 
the ground. Use the DIL to orient and stabilize your flight path; the 
DIL should be positioned to cut directly through the center of the 
target.
When the Target Reticle encircles the target (TREL should read zero 
with a designated target), press the Pickle Button (spacebar key or 
Joystick button #2). The weapon "in priority" is immediately released.
The fact that CDIP does not require a designated target allows you to 
immediately attack any target of opportunity. Just line up the shot 
and pickle the weapon.

CDIP LASER MODE

CDIP Laser Mode is utilized for the pinpoint delivery of GBU-lO and 
GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 
FLIR. It requires that you designate the target prior to launch.
CDIP Laser Mode is an all-weather delivery method that constantly 
computes the release time of the GBU-lOs or GBU-12s based on the 
position of the designated target. These weapons are not powered, so 
their range is more limited than an AGM-64D Maverick at low altitude.

LASER DELIVERY MODE HUD SYMBOLOGY
Laser Delivery Mode can be actuated through the HUD. Therefore, a 
number of cues are displayed on the HUD to aid in the delivery of the 
priority weapon.
The designated target (required in this case) it is marked by the TD 
Symbol. If the designated target is out of the HUD's field of view, a 
Target Steering Indicator is displayed on the Heading Indicator that 
points you to it.
In the lower right corner the "CDIP" mode indicator is displayed, 
along with the Ground Range to Target in nm (G) and the Time to Target 
(TTGT) or Time to Release (TREL). If the designated target is behind 
your F-15E, TTGT is displayed, otherwise, the TREL is displayed.
The designated target is marked by the TD Symbol. Additionally, the 
Laser Diamond is superimposed over the Gun Cross at the top of the 
HUD. This provides visual information as to the status of the laser.

LASER DELIVERY MODE TARGETING FLIR SYMBOLOGY
The designated target is marked by cross-hairs. When the designated 
target is within firing criteria, "LASE" appears at the top right side 
of the FLIR display along with a flashing "L" in the lower right 
corner.

LASER MODE WEAPON DELIVERY
In Laser Delivery Mode, it is purely a matter of placing the 
designated
target somewhere out in front of your F-15E. When the GBU-10 or GBU12 
is in range and the target is in the frontal arc of your F-15E, the 
HUD and Targeting FLIR both provide visible launch indicators.
When the target is in constraints, the Laser Diamond on the HUD starts 
to flash. The FLIR displays "LASE" in the upper right corner and a
flashing "L" appears in the lower right corner. All of these cues 
indicate that the laser designator is currently painting the target; 
the active weapon may now be launched. It is not necessary to wait for 
TREL to reach zero before released the ordnance.

IMPORTANT: Your F-15E must continue to lase the target until the GBU-
10 or GBU-12 impacts. GBU-lOs and GBU-12s have a temminal velocity of 
approximately 400 kts. If your airspeed is faster than the bomb's 
airspeed, you could overfly the target before the bomb impacts. If you 
are not able to continually lase the target, the bomb goes ballistic 
and may or may not hit the target.

AUTO BOMBING MODE HUD

AUTO MODE
AUTO Mode is a computed, automatic initiated release mode for the 
delivery of all types of free-fall bombs and laser glide bombs (see 
CDIP Mode for types). It constantly computes the release time of the 
priority weapon based on the position of the designated target.
AUTO Mode indicates a steering cue to line up the target and a cue 
when to pickle the weapon; it then automatically releases the weapon 
at the appropriate time . Bombing targets does not get much simpler 
than this .

AUTO MODE HUD SYMBOLOGY
AUTO Mode is controlled and actuated through the HUD. Therefore, a 
number of cues are displayed on the HUD to aid in the delivery of the 
priority weapon.
The designated target is marked by the TD symbol along with the 
Azimuth Steering Line (ASL) leading up from it. If the designated 
target is out of the HUD's field of view, a Target Steering Indicator 
is displayed on the Heading Indicator that points you to it.
In the lower right corner, along with the "AUTO" mode indicator, are 
displayed the Ground Range to Target (G) and the Time to Target (TTGT) 
or Time to Release (TREL). See CDIP for explanation of these 
indicators.

AUTO MODE TARGETING FLIR SYMBOLOGY The designated target is marked by 
cross-hairs.

AUTO MODE WEAPON DELIVERY
In AUTO Mode, the Target Reticle always encircles the Velocity Vector. 
Use the ASL to orient and stabilize your flight path. The Target 
Reticle should be "driven" to cut directly through the center of the 
ASL.
At approximately 10 seconds prior to release, the Release Cue appears 
on the ASL above the TD symbol. This is a small horizontal bar that 
marches down toward the TD symbol. At or near the point the Release 
Cue appears, you should press and hold Pickle Button (spacebar key or 
Joystick Button #2). When TREL reaches zero, the priority weapon 
automaticallv releases.
If you hold the Pickle Button down longer than is required, the target 
reticle begins flashing to remind you to let up. You cannot release 
additional ordnance by holding the Pickle Button down longer. You must 
first release it then press down on it again with the drop cue.

AUTO LASER MODE

AUTO Laser Mode is utilized for the pinpoint delivery of GBU- 10 and 
GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 
FLIR.
AUTO Laser Mode is an all-weather delivery method that constantly 
computes the release time of the GBU-lOs or GBU-12s based on the 
position of the designated target. GBU-lOs and GBU-12s are not powered 
weapons, so their range is more limited than a AGM-64D Maverick at low 
altitude.

LASER DELIVERY MODE HUD SYMBOLOGY
Laser Delivery Mode can be actuated through the HUD. Therefore, a 
number of cues are displayed on the HUD to aid in the delivery of the 
priority weapon.
The designated target (required in this case) it is marked by the TD 
Symbol. If the designated target is out of the HUD's field of view, a 
Target Steering Indicator is displayed on the Heading Indicator that 
points you to it.
In the lower right corner the "AUTO'' mode indicator is displayed, 
along with the Ground Range to Target in nm (G) and the Time to Target 
(TTGT) or Time to Release (TREL).lf the designated target is behind 
your F-15E, TTGT is displayed, otherwise. TREL is displayed.
The designated target is marked by the TD Symbol. Additionally, the 
Laser Diamond is super imposed over the Gun Cross at the top of the 
HUD. This provides visual information as to the status of the laser.

LASER DELIVERY MODE TARGETING FLIR SYMBOLOGY
The designated target is marked by cross-hairs. When the designated 
target is within firing criteria. "LASE" appears at the top right side 
of the FLIR display along with a flashing "L" in the lower right 
corner.

GUIDED DELIVERY MODE

Guided Delivery Mode is a computed, automatic initiated release mode 
for the delivery of self-guiding weapons including: AGM-65D Maverick, 
GBU15, AGM-84E SLAM, AGM-84A Harpoon, and AGM-88C HARM.
Guided Mode is an all-weather bombing mode that hands off the 
designated target to the built-in, self-guiding logic systems of the 
priority weapon. Guided Mode indicates a cue when the priority weapon 
has acquired the designated target. Just press the Pickle Button 
(spacebar or Joystick Button #2) and move on to bigger and better 
things. These fire and forget weapons guide themselves to the target.
GUIDED MODE TARGETING FLIR SYMBOLOGY The designated target is marked 
by cross-hairs.

GUIDED MODE HUD SYMBOLOGY
Guided Mode can be controlled and actuated through the HUD. Therefore, 
a couple of cues are displayed on the HUD to aid in the delivery of 
the priority weapon.
The Target Reticle appears in the center of the HUD encircling the 
velocity vector. The designated target is marked by the TD symbol 
along with the Azimuth Steering Line (ASL) leading up from it. If the 
designated target is out of the HUD's field of view, a Target Steering 
Indicator is displayed on the Heading Indicator that points you toward 
it.
In the lower right corner are displayed the Ground Range to Target (G) 
in nm and Time to Target (TTGT). See CDIP for explanation of these 
indicators.

GUIDED MODE WEAPON DELIVERY
In Guided Mode, it is purely a matter of bringing the active weapon 
into constraints. These weapons have a narrower field of view than 
your HUD; use that as an indicator. When the active weapon is in 
constraints, the HUD and Targeting FLIR both provide visible 
indicators.
When the target is in constraints, "GUIDED" is displayed in the lower 
right corner of the HUD and the Target Reticle snaps to encircle the 
TD symbol. The Targeting FLIR displays "IN RNG" (in range) along the 
right side of the display. Both of these cues indicate that the active 
weapon may now be launched.
There are two special case guided weapons: the AGM-84A Harpoon and 
AGM-88C HARM.
The Harpoon is an anti-ship missile and therefore only guides on ship-
type targets. Therefore, care should be taken to only launch a Harpoon 
against naval targets, i.e. ships. The AGM-88C HARM antiradiation 
missile homes in on radar energy generated from a radar source. The 
HARM should only be designated against an enemy radar source. This can 
be accomplished from either the RBM/HRM or Targeting FLIR.

GUIDED DELIVERY LOCK-AFTER LAUNCH
The GBU-15 and AGM-84E SLAM weapon systems have the added capability 
of locking onto a different target after launch. Since the image 
presented through the Targeting FLIR for GBU-15 and AGM-84E SLAM is 
the weapon's point of view as opposed to the F-15E's point of view, 
any target in the FLlR's field of view can be designated.
The normal procedure for designating targets through the Targeting 
FLIR is utilized. This can be changed any number of times prior to the 
weapon impacting the ground. This is an especially useful function 
with the AGM-84E SLAM due to its long range. This stand-off capability 
can be used to fly the missile into the general area of the target, 
and then to redesignate the actual or key target.

BREAK X

Releasing ordnance requires that your aircraft remain within certain 
flight parameters. For example, you would not want to release bombs 
while flying inverted or in a steep bank. If at any time you attempt 
to drop bombs from a prohibited flight attitude, you receive a Break X 
symbol.
When launching air-to-air missiles, a Break X symbol means that the 
target is too close. When releasing air-to-ground ordinance, the Break 
X means that your aircraft is in a flight attitude that prevents bombs 
from coming off their weapons stations cleanly. You will have to 
assume a different profile in order to release your ordnance.

AIRCRAFT DAMAGE

On every mission you face a threefold threat from enemy aircraft, 
Surfaceto-Air Missiles (SAMs) and ground fire. Luckily, you have 
counter-measures available to defeat each of these threats. Even so, 
there are times when the enemy may catch you by surprise and score a 
hit.
There are 16 different areas (and systems) on your aircraft that can 
potentially be damaged during the course of mission. Some of these 
areas, such as hits to the Nav/lLS system, are not as critical as 
others. Hits
which damage your hydraulic system or engines should be viewed more 
seriously.
Damage to your aircraft is accessed according to the Difficulty Level 
you initially chose. It is also dependent on what type of weapon hits 
you. For example, radar-guided missiles with their exceptionally large 
warheads do considerably more damage than heat-seekers. A missiie hit 
is quite capable of causing damage to multiple areas. At the higher 
Difficulty Level settings, a single hit could conceivably knock out 
enough systems to render your aircraft unable to continue the mission.
Ground fire is the least effective of all in terms of doing damage, 
but remember the "golden BB" theory. It only takes that one-in-a-
million hit in the right place to end your mission.

DAMAGE ASSESSMENT
If your aircraft is damaged, it may not be immediately apparent what 
is wrong. The aircraft may just feel sluggish and unresponsive. To 
ascertain the exact nature of the damage, you must call up the Master 
Caution display for a text read out of the damaged areas. Note that if 
the displays themselves are damaged, this may not be possible.
If the MPD/MPCDs are damaged there is a secondary means of determining 
damage. The WSO has a visual checklist of damaged areas in the form of 
two rows of Caution Lights overtop his MPD/MPCDs. When these lights 
are illuminated, it indicates damage to that particular system.
When an area (system) is damaged it basically means that it is 
inoperable for the remainder of the mission. (For a more detailed 
explanation of the individual systems, see the Authentic Mode Aircraft 
Damage section and summary).

STANDARD MODE CHECK RIDE

The Standard Mode Check ride is designed to help you understand 
Standard Mode flight and combat procedures. It explains some basic new 
features and flight commands that were not covered in the Quick Start 
section.
To get the most from this Check Ride, have the Key Reference Card 
handy. It is also recommended that you fly this first mission using 
the Training mode option. This way you are invulnerable to enemy fire 
that may prematurely end the lesson.

GENERATING THE CHECK RIDE MISSION
Before flying this Standard Mode Check Ride, you have to first 
generate a mission. The theater and type of mission are unimportant. 
Choose any you like. Since mission assignments are handed out in the 
Briefing Room you must first go to the Home screen hangar area. Set up 
a mission according to the instructions contained in the Home Screen 
section of this manual. For purposes of this Check Ride though, be 
sure to set all the Reality options to either Standard Mode or ON.
After receiving your mission, exit the Briefing room into the Arming 
Screen. Select AIM-120 AMRAAMs and AIM-9M Sidewinder missiles. Because 
these missiles are essentially "fire and forget," they are easiest to 
use. Equip your aircraft with either Maverick missiles or Mk. 82 500 
Ib. bombs. Since these weapons use Guided and CDIP delivery modes, 
bombing procedures will be less difficult to understand for your first 
time out. In Standard Mode, weapon effectiveness is not an issue, so 
both Mavericks and Mk. 82s are able to destroy any target they hit.

BEGINNING THE MISSION
In Difficulty Level 1, you begin in-flight overtop a friendly airbase. 
Your aircraft begins pointed at the assigned Primary target. The 
Primary target begins the mission pre-designated.
At Difficulty Levels other than 1, you begin a mission either at a 
friendly airbase or already in-flight, having been fully fueled from a 
KC-10 tanker. If airborne, your aircraft is already in level flight 
and ready to begin the mission. If the mission begins at a friendly 
airbase, you obviously can't go anywhere until you takeoff.
If you begin at a friendly airbase, take a deep breath and prepare 
yourself for takeoff. When ready, fire up your engines. This is 
accomplished by tapping Accelerate (= key) a few times. Notice that 
the engine noise increases as you accelerate. You begin the simulation 
properly aligned on the runway centerline so there is no need to worry 
about rolling off the edges.
Notice that you are accelerating down the runway. The small
rectangle on the left of your HUD shows your airspeed increasing, your 
altitude remains at zero feet until you lift off the runway. Continue 
to accelerate by tapping the Accelerate (= key) until reaching 100% 
power.
You need all the power your engines are capable of producing during 
takeoff. Note that you may use the Max Accelerate (shft= Key) to 
immediately accelerate to full power rather than tapping the 
Accelerate (= Key) numerous times. Get in the habit of pressing 
Afterburner (a Key) when taking-off.
When your airspeed reaches a minimum of 150 knots you should see the 
Velocity Vector begin to rise. This is an indication that you are 
ready to gently pull back on your Controller and lift the nose wheel 
off the runway. At 170 knots, you have built up sufficient airspeed to 
lift off the runway and begin climbing. Of course, these numbers are 
to be used as a general guide only. With ordnance on board, the F-15E 
naturally requires additional speed to produce the lift needed for 
takeoff.
Now that you are airborne, notice the numbers inside your altitude 
rectangle increasing. Notice also that your airspeed is very low 
during takeoff, so don't perform any wild maneuvering or you risk 
"stalling" the aircraft.

CLIMBING OUT
Once you are safely off the runway, raise your landing gear by tapping 
the Landing Gear(g key). In Difficulty Level 1, your Weapon Systems 
Officer automatically raises the gear for you after reaching an 
altitude of 100 feet. With landing gear extended, you experience a 
mild level of turbulence at low altitudes.
In the lower left corner of the HUD, your current Mach number and g-
force being produced by your maneuvers are displayed. You only receive 
this information when your landing gear is raised.
To climb for altitude, slowly pull back on the Controller. Align the 
Velocity Vector with the 10 degree pitch line that appears in the 
center of your HUD. Your airspeed will gradually build while 
maintaining this constant 10 degree "angle of attack." This gives you 
a steady rate of climb without risking a "stall condition."
Although you may climb to any altitude you desire before leveling off, 
for purposes of this Check Ride, let's climb to an even 8,000 feet. 
This gives you plenty of time to experience the aircraft in a climb 
profile. You have time during the climb out to enjoy some of the 
external views. The Side View(F6 Key) in particular, gives you a great 
view of your pitch attitude.

LEVEL FLIGHT
After climbing to 8,000 feet, your next step is to achieve level 
flight. From your 10 degree angle of attack, use your Controllerto 
drop the nose of your aircraft so that the Velocity Vector is aligned 
with the solid horizon line on the pitch ladder.
Continue to make fine-tuning adjustments until your altitude indicator 
is neither gaining nor losing altitude. You have reached level flight. 
Again, use one or more external view keys to get a picture of what the 
aircraft looks like in level flight.

TURNING THE AIRCRAFT (BANKING)
Turning your aircraft is known as "banking." Move the Controller 
either left or right gradually and watch as the aircraft begins to 
turn in that direction. Notice that the pitch ladder inclines toward 
the opposite direction as you turn. A close inspection of the pitch 
ladder reveals that this is because the solid pitch horizon line 
continues to be aligned on the horizon.
To turn faster, pull back on the stick. Keep an eye on your airspeed 
(on the left of the HUD) and altitude (on the right). A tight turn 
with backpressure on the Controller turns you much more quickly, but 
can slow your aircraft.  The sharper the turn, the more g-forces are 
exerted by your aircraft as shown on the g-force indicator in the 
lower left of your HUD.
Here's an old trick that student pilots learn in flight school to 
practice turning. It's called Turns around a Point. Pick an object on 
the ground such as a tower or road intersection . Use your Mot View(F4 
Key) to focus your view on that point. Now, bank your wings and 
concentrate on performing a shallow turn around the point on the 
ground you've selected.
The idea is to maintain a steady turn rate around the point. Your turn 
should make a perfect circle on the ground beneath you. If you end up 
closer to the point than when you started your turn, try it again. 
Start by making gentle turns without adding back-pressure on the 
Controller. Now
do a few tight, high-g turns by pulling the stick back toward you. 
Notice the difference, you are able to make complete circles using 
much less airspace.

FLYING ON COURSE
Now it's time to get onto the right course. Look at the horizontal 
scale across the top of your HUD. This is known as a Heading Indicator 
The number directly in the center of the scale corresponds to your 
current heading in degrees.
There is an inverted -V symbol underneath the scale. This inverted -V 
symbol is known as the Sequence Point caret It indicates the heading 
you must fly to reach your active destination (Sequence Point). By 
turning the aircraft. you can align the Sequence Point caret with the 
center of the heading indicator.
When the symbol is centered. it indicates that you are on course 
toward your active Sequence Point. For purposes of this check ride, it 
is only important that you become familiar with the Sequence Point 
caret and Heading Indicator functions.
To assist you in maintaining the proper heading, press Automatic Pilot 
(p Key). The Automatic Pilot places your aircraft on the correct 
headinq toward your active Sequence Point and keeps it there.

ENJOYING THE FLIGHT
Now that your aircraft is on course with the Automatic Pilot engaged, 
you can settle down . Take this time to find the various Simulation 
Views (F1F10 Keys) on the Key Reference Card. You can observe the 
scenery and your aircraft by using the various Simulation Views (F1- 
F10 Keys) available to you.
There are fields of vision out the front, rear, and sides of the 
aircraft plus a number of external views. You can even switch to the 
back seat and manipulate the views from that perspective. The Normal 
Cockpit View (F1 Key) returns you to the front seat of the cockpit at 
any time.

AIR COMBAT (FLYING OFFENSIVELY)
Your F-15 is equipped with two different types of missiles: radar-
guided and heat-seeking missiles. Radar-guided missiles come in two 
types: medium-range AIM-120A AMRAAMs and AIM-7M Sparrows. The Eagle 
only carries the latest model heat-seeking AIM-9M Sidewinders. You are 
able to select which of these missiles are in priority by pressing 
either Short Range Missile (2 Key) or Medium Range Missile (3 Key).

It is a good idea to place your medium range missiles "in priority." 
(Placing a weapon "in priority" means selecting that weapon to be 
fired). Press Medium Range Missiles (3 Key). With your radar-guided 
missiles ready you now have created a triple-layered detense which is 
difficult for an enemy aircraft to penetrate.
Your first line of defense are your medium range "fire and forget" 
AIM-120 missiles. Enemy aircraft can be targeted and engaged at a 
distance. If an opposing interceptor gets past your radar-guided 
missiles, your next line of defense is shorter-ranged, heat-seeking 
Sidewinders. Your third and final line of defense is the 20mm Vulcan 
gun . In modern air combat, a gun is a weapon of last resort, so never 
fly with your guns in priority if you have missiles remaining. 
Besides, you may always fire your guns even if you have a missile in 
priority.

AIR COMBAT (FLYING DEFENSIVELY)
In the previous section on air combat you learned how to use your 
radar and missiles to destroy opposing interceptors. In this section 
the emphasis is on defensive tactics that help keep you from being 
just another statistic.
In Standard Mode, the TEWS gives you a more than adequate view of the 
tactical situation surrounding your aircraft. This view extends out 80 
nm in all directions which by coincidence is also the maximum of your 
radar. Therefore, keep your use of radar down to a minimum. By using 
your radar sparingly, you cut down on the amount of detectable energy 
emanating from the aircraft (EMIS).
Use the excellent intelligence provided by the TEWS to avoid heavy 
concentrations of SAM batteries and radars. The TEWS also gives you 
visual clues as to which direction enemy aircraft are facing. By 
staying low with the radar in SNIFF mode, you should be able to sneak 
up on enemy aircraft before they can detect you.
Perhaps the best defensive tactic to learn concerning enemy aircraft 
is simply to stay away from them altogether. The TEWS makes this easy. 
Remember your mission is to hit ground targets. Your Primary and 
Secondary targets generate the most points as far as scoring goes, so 
why risk your aircraft unnecessarily?
In the event an enemy aircraft is able to close on you and launch a 
missile, you still have a number of options available to you. Try to 
turn inside the missile and shake it off your tail. If maneuvers fail, 
begin dropping Chaff (c Key) and Flares (f Key). These counter-
measures (ECM) serve to decoy missiles away from your aircraft. You 
can watch the effect your ECM has on enemy missiles on the TEWS.
You cannot win an air combat by flying defensively, you can only 
achieve a tie. You must at some point in the fight be able to turn the 
tables on your attacker. Switch to Short-range missile(2 Key) or even 
Guns(1 Key) once the combat gets up close and personal. Keep your 
opponent in sight using Padlock View (F8 Key) and seek to take 
advantage of his mistakes. Two quick pointers; 1 ) never fly straight 
and level for more 10 seconds at a time and, 2) alternate your speed 
by applying afterburner and speedbrakes.
Surface-to-Air missiles require an entirely different approach to 
defensive flying. Again, the best way to beat a SAM is to avoid its 
radar controller or GCI. Radar guided SAMs are totally dependent upon 
guidance so if you can avoid being detected the SAMs will remain on 
their launchers.
If you are detected, remain low and fast. You might not outrun a SAM 
but you may be able to use the natural terrain as a shield. The 
mountains and valleys of central Korea are perfect for this. The flat 
desert terrain in Iraq presents more of a challenge.
Use your internal Jammer. The Jammer works to interfere with a radar's 
ability to track and lock-on your aircraft. Since SAMs need guidance 
from ground radar, your Jammer suppresses the enemy's ability to 
launch missiles.
The TEWS gives you the ability to spot incoming missiles. Use the TEWS 
in conjunction with the maneuvers described in Chapter 3 to outwit any 
missiles that manage to get launched in spite of your jamming. Not all 
missiles are alike, however. Pay attention to the type of missile 
coming your way. SA-2 "Guideline" missiles are easily outmaneuvered 
whereas SA-5s are a different story.

ATTACKING GROUND TARGETS
After dealing with any enemy fighters coming up to stop you, the way 
is now clear to perform your assigned mission: ground attack. Air-to-
Ground combat is best conducted from the back seat of the aircraft. 
This way you have four MPDs at your disposal and constantly in view.

Switch your view to the WSO's perspective in the back seat using the 
Front/Back Seat('Key). Set the MPD/MPCDs views that best accommodate 
target acquisition and delivery mode for the ordnance you're carrying. 
There are several different ways to designate targets; HRM, Targeting 
FLIR, HUD Target designator and HUD Pipper designator. Some ordnance 
requires that a certain type designator be used but for the most part, 
the method of target designation is up to you.
Once a target has been designated, there are three primary delivery 
methods; Guided, AUTO Mode, and CDIP Mode. Laser delivery is actually 
a subset of AUTO and CDIP. Each of these methods best serves a 
particular family of ordnance as follows:
Guided Delivery Mode: Guided delivery is used in conjunction with 
self-guiding weapons such as the AGM-65 Maverick, Harpoon, SLAM, and 
GBU-15 and HARM. Once a target is designated and brought within the 
weapon's constraints, all that is required is to fire the weapon. The 
weapon guides itself to the target without further help from you.
Since these weapons are "fire and forget," launch them and move out 
smartly. Don't hang around to watch. It's not necessary and it exposes 
your aircraft to enemy fire for no reason. If you just want to see the 
explosion, switch to a rear view and watch while you're on your way 
home. With selfguiding weapons the rule to remember is: "Shoot and 
Scoot."
Laser Delivery Mode: Laser delivery is used in conjunction with GBU-10 
and GBU-12 bombs. It is particularly useful at night when other 
optical systems are less effective. The Laser designation is generated 
by the Targeting FLIR which gives you launch cues when the target is 
within range.
Because the GBUs are not powered, the range of this delivery method is 
limited to the range of the FLIR (10 nautical miles). Laser delivery 
also requires that you continue to designate the target right up until 
impact. This is somewhat more risky than Guided mode. You are required 
to fly right into the teeth of enemy fire and stay there until the 
bombs hit.
AUTO Designation Mode: AUTO mode is best used when carrying free-fall 
bombs such as MK.82s, Mk.84s, Durandals, etc.  These unpowered, 
unguided munitions are referred to as "dumb" bombs. Aptly named, these 
weapons simply fall off your aircraft when released and hit the ground 
according to the laws of physics.
AUTO mode facilitates dropping "dumb" bombs by displaying a Azimuth 
Steering Line (ASL) extending from the designated target. Line up your 
aircraft's heading with the ASL. A horizontal release cue bar 
gradually drops down the ASL toward the target reticle. When the Time 
to Release (TREL) reads under 10 seconds hold down the 
PickleButton(spacebar). The ordnance is automatically released at the 
proper moment.
The drawback to AUTO mode is that once your aircraft is lined up with 
the ASL, you're required to maintain that heading until the bombs are 
released. Flying straight and level over a heavily defended target 
could prove hazardous.
CDIP Mode: This delivery mode is used with the same ordnance as is 
used with AUTO Mode. It is a manual delivery system that leaves 
decisions up to the pilots's discretion. All that is required is that 
the intended target by located within the target reticle when the 
ordnance is released.
CDIP has both good and bad features. On the positive side, you are not 
required to designate targets before attacking them. CDIP allows you 
to drop bombs on targets of opportunity as you spot them . It is a 
completely passive delivery method which is undetectable.
On the negative side, it is the least accurate of all delivery 
methods. Because it does not use guidance systems, accuracy depends 
entirely on the pilot's eye. Darkness makes using this optical mode 
somewhat more difficult as well. It requires practice to get good at 
using this method.

RETURNING HOME AFTER THE MISSION

After one or both targets are attacked, it's time to come home. 
Chances are that your mission has attracted a good deal of attention. 
Don't fall victim to the Get Home Syndrome. That is, concentrating on 
getting home in a hurry and failing to notice enemy interceptors 
lining up on your tail. Take a minute to judge the situation and pick 
out only the enemy aircraft that have a possibility of catching you. 
Concentrate on destroying them with your remaining air-to-air ordnance 
on the way.
Another important consideration is your fuel status. Be sure to check 
the amount of fuel you have remaining on the EMD. The straight shot 
home might not always be the safest. If fuel allowc deviate your 
course to avoid
 heavy concentrations of enemy ground forces. If you are low on fuel, 
the shortest route home is a straight line. The automatic pilot is an 
excellent way to find the quickest route.
To return home, simply toggle the Next Sequence Point + (s Key) until 
you see "home airbase or tanker track" appear above your H U D . Note 
that the Sequence Point caret has changed to a new position underneath 
your heading indicator. This shows you the straightline heading you 
need to fly in order to return to your base.
Now engage the automatic pilot by pressing Automatic Pilot (p Key). 
"Automatic Pilot On" appears at the top of the HUD once the Automatic 
Pilot is engaged. The aircraft is now put on a heading which brings it 
back to base.
Remember, you can either use the Automatic Pilot or manually fly the 
plane home. For purposes of this Check Ride, however, let the 
automatic pilot do the work for you. That's what it is there for.

LANDING

In Difficulty Level 1, you are not required to actually land the 
aircraft. All that is required is that you get the aircraft over the 
airbase. It is then "grabbed" and placed on the runway for you.
In Standard Mode when playing under Difficulty Levels 2, 3,and 4, the 
automatic pilot is able to land the aircraft without human assistance. 
For the first couple missions, it is probably better to let the 
automatic pilot land the aircraft for you. Pay close attention to the 
relationship between airspeed and altitude during the landing 
procedure. Watch how the Automatic Pilot performs the landing once or 
twice before attempting it yourself.
If you are adventurous and want to land the aircraft yourself, the key
is to begin early. Once the airbase is in sight, it is probably too 
late to start thinking about landing. You never have enough hands to 
perform all the last-minute tasks needed to land an aircraft, so start 
preparing while you are still many miles away.
All ground runways are oriented North-South (360 ø-180 ø). Because 
airbase traffic patterns are one-way (just like traffic on the ground) 
your approach should always be from the south. In other words, takeoff 
and landings should always be performed south to north on a heading of 
360ø.
Although you may land the aircraft "against traffic," courteous pilots 
will take the time to do it right. Always watch out for other aircraft 
in the traffic pattern. You may not hit them, but you'll sure scare 
the heck out of anybody in the traffic pattern..
Landing an aircraft is simply being able to manipulate airspeed and 
altitude in order to reach zero/zero: ending up on the runway at 0 
knots and 0 altitude. When performing manual landings, you will have 
to judge these things for yourself.
Step one is to line up properly with the runway while you are still at 
least 15 nautical miles away. Begin your approach around 1,000 feet. 
This gives you some useable altitude in case of an emergency while on 
"final."
Maintain a straight and level approach to the runway while slowly 
reducing your engine power setting to 50%. Keep an eye on your 
altitude while your airspeed bleeds off. You want to begin a gradual 
descent. At no time do you want to dive at the runway. The nose of the 
aircraft should always remain slightly pitched up. This nose-high 
attitude the aircraft assumes when landing is called a "flare."
Remember, the idea is to glide in and not fly into the runway. You 
should be continually losing altitude throughout your approach without 
having to dip the nose of the aircraft. If you find yourself losing 
altitude too rapidly, increase your power by 10%. If you are 
descending too slowly, you are probably travelling too fast. Extend 
your Brake (b Key) or decrease your power setting. The closer you come 
to the runway, the slower you want to be moving.
As you cross over the threshold (painted area at the end of the 
runway), aim for an altitude of less than 200 feet and an airspeed of 
145165 knots. If your aircraft begins to stall, bump up your airspeed 
so that you are flying just above stall speed. "Flare" the aircraft 
(pitch the nose up) so that the first thing to touch the ground are 
the rear wheels.
Try to touch down in the first half of the runway so that you'll have 
room for a roll-out. When your wheels touch the runway, cut the 
Throttle and make sure your Brake is engaged. Check for the [B] 
Instrument light in the Cockpit and press Brake (b Key) if it is not 
engaged. Once you have come to a full stop, the Control Tower also 
calls to indicate you have made a safe landing.

INSTRUMENT LANDING SYSTEM (ILS)

The F-15E is equipped with an Instrument Landing System (ILS) that is 
tied directly into the navigation system. This ILS is designed to 
assist you in lining up with a runway and determining the proper glide 
slope for landing.
Each friendly airbase is equipped with an ILS beacon which projects an 
electronic (Localizer) beam away from the runway. The beam is exactly 
aligned with the runway's heading so that an aircraft riding the beam 
is properly lined up to land. The beam is elevated so that it also 
assists in setting a glide slope.

USING THE ILS
The ILS is only activated under certain circumstances. First, the 
aircraft must be in NAV Master Mode. Your landing gear must be 
extended and your aircraft must be within 20 nautical miles from a 
friendly airbase. The primary means of viewing the ILS is through the 
pilot's HUD. However, the ILS may also be used in conjunction with the 
ADI and HSI displays if necessary.
The ILS consists of a Bank Steering Bar and Glide Slope Indicator. 
These two bars (vertical and horizontal lines) move left and right, up 
and down according to your current position on approach. When you are 
properly lined up on the glide path, these two bars meet to form 
cross-hairs in the center of your HUD.

BANK STEERING BAR (VERTICAL BAR)
The Bank Steering Bar is a visual cue that indicates your aircraft's 
position in relation to the runway. If the bar is located left of 
center in the HUD, your aircraft's course is right of the runway. If 
the bar is located right of center in the HUD, your aircraft's course 
is left of the runway.
To get on course, alter your aircraft's heading in the direction of 
the bar. As you turn, the bar begin's to center itself on the HUD. 
Make minor
course corrections to keep the vertical bar centered. As long as the 
bar is centered, you are on the proper course for landing.
GLIDE SLOPE INDICATOR (HORIZONTAL BAR)
The Glide Slope Indicator is a visual cue that indicates your 
aircraft's proper altitude in relation to its distance from the 
runway. Naturally, the closer you get to the runway, the lower your 
aircraft should be. The altitude and distance relationship sets up a 
safe glide angle.
If the horizontal bar is above center on the HUD, your aircraft is too 
low. Conversely, if the bar is below center, your aircraft is too 
high. In order to stay on the glide slope. you must gain or lose 
altitude accordingly. Having reached the proper altitude, keep the bar 
centered to remain within the glide slope.

INSTRUMENT LANDING SYSTEM (ILS)

A good rule of thumb is the nearer you are to the runway, the lower 
you have to be on the glide slope. If you find yourself too low in the 
glide slope, you have the option of maintaining your current altitude. 
As you get nearer the runway, the glide slope indicator begins 
dropping until you are once again properly aligned.
Note that you should perform ILS assisted landings in conjunction with 
the symbology displayed on the HSI. Rather than repeat that 
information here, refer back to the MPD/MPCD section HSI listing for 
details.

CONGRATULATIONS!
YOU'VE SUCCESSFULLY
COMPLETED YOUR
STANDARD MODE CHECK
RIDE. NO DOUBT YOUR
'WIZZO" IS ALSO GLAD
YOU MADE IT BACK!
VIII AUTHENTIC MODE

The E-15 Sttike Eagle III design team anticipates that many players 
will wish to start playing the simulation in Authentic Mode settings. 
It is strongly recommended that you learn Standard Mode play initially 
and then graduate to this higher level of difficulty.
Despite this recommendation, the following Authentic Mode section is 
presented as a stand-alone portion of instruction. Applicable Standard 
Mode instructions are repeated here so that it is not necessary to 
read the preceding Standard Mode section first.
If you have read the Standard Mode instructions, carefully re-read the 
instructions in this section. Do not be confused by the frequent 
repetition. In some instances, the differences between the modes are 
subtle.
Because Authentic Mode is more challenging, you are rewarded by higher 
point scores for successfully completing your missions. It is as close 
to flying an actual F-15E as most of us are likely to get.

AUTHENTIC MODE REALITY OPTION
SUMMARIES

For those of you who have read the Standard Mode instructions, the 
following list of Reality options summarizes the differences between 
the two modes.
1)FlightModel: The Authentic Mode flight model is a true simulation of 
the actual F-15E flight envelope. It differs greatly from Standard 
Mode and takes into account such things as weight and drag 
coefficients. Until now, there was really no reason to jettison 
ordnance prior to engaging in air-to-air combat. Your aircraft 
performed equally well loaded as unloaded. Not anymore.
Total gross weight (airframe, fuel and weapons) combined with a hot 
ambient (outside) air temperature will cause even the most advanced 
aircraft to perform like a "pig " A heavy aircraft performs like a 
person with excess weight, lethargic and slow. As it trims down (burns 
off fuel) it becomes much more responsive. In short, don't expect a 
fully loaded Eagle to perform like a clean one.

Once the bombs are off, induced and parasitic drag are greatly 
reduced. Free of all that excess weight, your machine will run like 
the hot fighter you want it to be. Keep these general principles in 
mind when flying the Authentic Mode flight model. If you try to cut 
corners, chances are you will find yourself needlessly stalling the 
aircraft and not being able to recover.
The Authentic Mode flight model forces you to take these factors into 
consideration. The afterburner becomes a necessity when trying to 
takeoff fully loaded. The additional thrust produced shortens your 
takeoff roll and assists the aircraft become airborne more quickly.
A heavy aircraft will accelerate slower and use more runway to 
takeoff. It may at times require more runway than is available. If 
anything should go wrong (blown tire, engine failure, etc.) a heavy 
aircraft takes more time (and distance) to come to a halt.
One other feature added to this flight model is the affect of high-g 
forces maneuvers on the pilot. Positive g-forces cause temporary pilot 
blackouts giving the enemy a perfect opportunity to shoot you while 
you're sleeping. Negative g-forces tend to cause pilot "redouts" due 
to excess blood being forced into the upper body. These effects tend 
to limit your ability to perform maneuvers even though the aircraft is 
perfectly willing to do more.
2) Air-to-Air Radar: A number of very important changes have been made 
to the Air-to-Air radar. So many in fact, that only a few major 
differences are mentioned here.
Instead of one just one STD display, searching for enemy aircraft has 
been divided into two new modes: Long Range Scan (LRS) and Short Range 
Scan (SRS). The radar is no longer ground stabilized, pitch angle 
affects your radar's performance. In addition, target aspect and 
variable ASE circles make 'locking-up" targets somewhat more 
difficult.
Target designation is now a multi-step process involving various new 
scan modes. These new radar modes are introduced depending upon the
type of missile you have placed "in priority"
3) Air-to-Ground Radar: When the Air-to-Ground radar is placed in 
Authentic Mode, a number of targeting and mapping restrictions are 
instituted. Pilots are no longer free to designate any target area 
within the RBM display arc. A new feature, Squint angle, is introduced 
which prevents maps being generated at certain ranges, off-set angles 
and altitudes. A realistic time delay in generating maps from the RBM 
have also been added.
4) TEWS: This display has been totally revamped and no longer provides 
all the information you are accustomed to in Standard Mode. Read the 
TEWS section in detail before placing this option in Authentic Mode. 
5) Weapon Effectiveness: The effectiveness of ordnance on various 
target types was ignored when in Standard Mode. When set to Authentic 
Mode, players must tailor their ordnance to the specific target being 
attacked. Targets are essentially either hardened or soft. They can be 
either point targets (such as bridges or chemical plants) or area 
targets (such as tank and troop concentrations).

Ordnance Types: Most Effective Against:
Mk. 82/ BSU-49 500 Ibs. GP bombs: SAM sites, radar sites, small 
buildings, missile launchers, oil tanks, unfortified installations, 
port facilities, canal locks, truck depots, communications centers, 
aircraft hangers Mk.84/ BSU-50 20001b GP bombs: bunkers, towers, 
bridges, large buildings, port facilities, hardened aircraft hangars, 
hardened ammo dumps

Mk.20 Rockeye: vehicles (armored and unarmored)
GBU-10: bunkers, hardened aircraft hangars, bridges, fortified 
structures
GBU-12: Small buildings, SAM radar sites, oil platforms, pumping 
stations, vehicles
GBU-15: bunkers, all hardened targets, bridges, fortified structures, 
large buildings
CBU-87: vehicles (armored and unarmored), tents, jungle HQs, ammo 
dumps, triple-A sites, SAM sites, depots, terrorist camps
CBU-89: vehicles (armored and unarmored), tents, depots, fuel storage 
tanks
AGM-65D Maverick: vehicles (armored and unarmored), fuel storage 
tanks, mobile SAMs, small ships, communications centers, tents

AGM-84A HARPOON: All naval targets (ships, tankers, missile boats, 
etc.)
AGM-84E SLAM: bunkers, hardened aircraft hangars, oil platforms,
bridges, fortified structures, large buildings
AGM-88A HARM: All active radar sites (SAMs, GCls, etc.)
Durandal: Airfield runways (paved surface)
6) MPD/MPCD Color: In Authentic Mode, colorized screens appear only on 
the three MPCDs. Note that not all display modes are colorized. If a 
display mode is not in color to begin with, it will not be colorized 
even if viewed on a MPCD.
7) Targeting FLIR: The Targeting FLIR has only a 180 degree forward 
field of vision in Authentic Mode. In addition, the FLI R may only be 
viewed in monochrome green (InfraRed).
8) Tactical Situation Display: Enemy aircraft and ground installations 
are not displayed on the TSD while in Authentic Mode. Terrain features 
are still displayed. Pilots will have to rely on the TEWS display to 
evaluate threats to the aircraft.
9) Training Mode: The Training mode option is initially turned Off 
when in Authentic Mode. However, it may be turned On at any time. As 
in Standard Mode, you receive no points for a mission if Training mode 
was activated.
10) No Crash: The No Crash option is turned Off. You now have to abide 
by a rule common to all pilots and aircraft: avoid contact with the 
ground at all times. If your aircraft hits the ground it is destroyed. 
If you are still in it when it hits, consider your career ended.
11 ) Landings: The wide margin of error given you in StandardMode is 
now gone. Your descent rate and pitch attitude when landing are 
crucial considerations for safe landings. In addition, you must stay 
on the paved portion of the runway while landing and taxiing.
12) Damage: In Authentic Mode, damage is assessed more realistically.
Now, one hit from a radar-guided missile with its large warhead is 
sufficient to cause multiple system damage and possibly shoot down 
your aircraft.
Any hits from ground fire and heat seeking missiles do significant 
damage but not always enough to destroy your aircraft. One hit is 
enough to possibly end a career, so use the TEWS and ECM wisely. Keep 
from being hit and this section shouldn't concern you.
AUTHENTIC MODE TACTICAL
ELECTRONIC WARFARE SYSTEM (TEWS)

You have two principal means of detecting enemy aircraft and avoiding 
being surprised: radar and the Tactical Electronic Warfare System 
(TEWS). Of the two methods, TEWS is perhaps more useful because it is 
an undetectable passive system which does not alert the enemy to your 
presence.
The TEWS display screen appears on an MPD/MPCD as a series of four 
concentric circles centered on a pair of horizontal and vertical 
lines. At the tips of each of these axis lines are located small 
triangles. These triangles are known as Quadrant lights.
Your aircraft is centered at the intersection of the x and y-axis 
lines, i.e. in the middle of the display. It is oriented so that the 
top of the display always represents 12 o'clock (in front of your 
aircraft). The bottom of the display is your aircraft s 6 o clock 
position (the rear of your aircraft).

AUTHENTIC MODE TEWS

Unlike the Standard Mode TEWS, there is no icon representing your 
aircraft.  Note that the position of your aircraft on the display is 
different from the radar displays. On those displays your aircraft is 
centered along the bottom edge.
The range of your TEWS is variable. You may select ranges of either 
10, 20, and 40 nautical miles. The current range selection is shown in 
the upper right corner of the display. To change the range setting, 
place the MPD/MPCD "in command" by pressing the alt Key plus the 
display number. You may now press Zoom View In (z Key) or Zoom View 
Out (x Key) to toggle between range settings.
Regardless of the range setting, the distance between each of the 
circles is equal to one-quarter of the maximum display you have 
selected. For example, if your TEWS is set to 40 nm, the circles are 
located at 10, 20, 30, and 40 nautical miles. At 20 nautical miles, 
the circles represent radii of 5, 10, 15, and 20nm.
Even though the maximum TEWS display range is limited to 40 nm, it can 
detect enemy radar searches out to 80 nautical miles. Located at the 
tips of each of the axis lines are Quadrant lights. Quadrant lights 
indicate the presence of an enemy radar searching for your aircraft. 
Once a radar sweep is detected, the Quadrant lights are turned on 
accordingly. You also receive an audio "beep" warning.
Not only do the Quadrant lights indicate the presence of an enemy 
radar, they also give a rough estimate of the radar's bearing from 
your aircraft. For example, an enemy radar is detected off to the left 
of you . This causes the Quadrant light in the 9 o'clock position to 
illuminate. The enemy radar falls within a 90 degree arc centering on 
the left side of your aircraft. If your aircraft was heading directly 
north (a heading of 360 ø), the quadrant arc would extend from 225 c 
to 815 c.

THE TEWS DISPIAY IN OPERATION

The TEWS behaves differently according to the disposition of the enemy 
radar: Searching, Tracking, and "Locked-launching."
When an enemy ground-based radar search sweep is detected, the 
appropriate TEWS Quadrant light illuminates. You also receive an audio 
alert cue.
When an enemy ground-based radar is Tracking your aircraft, a square 
icon appears on the TEWS at the appropriate range and bearing. You 
also receive an audio alert cue.
When an enemy ground-based radar has "Locked-On' to your aircraft and 
has launched a SAM, its icon begins flashing. The missile appears as a 
smaller square icon over top of the flashing icon. The [S] Cockpit 
instrument light also illuminates and an audio warning is received.
Enemy aircraft radars appear on the TEWS only after they have "Locked-
Or/' to your aircraft. A diamond-shaped icon is placed at the 
appropriate range and bearing. The [AI] Cockpit instrument light also 
illuminates. Count on a missile being fired when you see the radar 
icon even though it does not flash when a missile is launched.

TEWS DISPIAY ICONS
The TEWS has a capability of displaying up to ten aircraft and 
groundbased radar icons simultaneously. If there are more than ten 
radars "locked" onto your aircraft, the TEWS drops the additional 
detections according to a specific order of precedence. The order of 
priority is 1 ) SAM launches, 2) Aircraft with radar "lock," 3) 
Triple-A batteries with radar "lock," 4) SAM batteries with radar 
"lock." Lower priority radars are dropped from the TEWS display if a 
radar with a higher priority is detected.
Airborne radars appear on the display as diamond-shaped symbols. Enemy 
ground-based radars appear as square-shaped symbols. Inside each of 
these icons is a number from 1-9 which signifies the type of radar 
emissions being detected by the TEWS. The numbers inside the icons 
correspond to the type of radars listed below:
Ground-based Radar Indicators (square icons)
[1] Continuous wave Long-range SAM radars SA-2, SA-3
[2] Pulse-Doppler Long-range SAM radars SA-5, HAWK
[3] Continuous wave Short-range SAM radars SA-6
[4] Pulse-Doppler Short-range SAM radars SA-8, Skyguard, Roland

81

[8] AAA Acquisition and Tracking radar
Triple-A batteries
[9] Long-range Search radars
Ground Control Intercept (GCI) Stations
Aircraft Radar Indicators (diamond icons)
[1] Pulse-Doppler Multi-target Search and Track radar
F-15C/E, F-14D, F/A-18, MiG-29
[2] Pulse-Doppler Single-target Search and Track radar
F-16, F-4G, F-111
[3] Multi-mode Search and Track radar
MiG-23, MiG-25, Kfir, Mirage lll/5, Mirage F-1
[4] Single-mode Search and Track radar
MiG-21, Jian F-7, Su-20/22, F-5E
[5] Range-only radar
MiG-19, F-6, MiG-27, Su-7, Su-24
[9] Airborne Early Warning radar (AWACS)
E-3 Sentry, 11-76 Adnan

MISSILE DETECTION AND WARNINGS
In addition to detecting air and ground-based radars, the TEWS also 
has the capability of detecting radar-guided SAMs and air-to-air radar 
missiles. Radar missiles, both ground and air launched, appear as 
smaller squares which are not numbered. If detected, you receive 
audio/visual warnings when they are launched.
Heat-seeking missiles do not appear on the TEWS because no radar 
emissions are used to track the target. The [Al] cockpit caution light 
does illuminate, however, and an audio warning sounds when a heat-
seeking missile is launched.
If a detected SAM installation launches a radar-guided missile, its 
icon begins flashing on the display. You can see the missile icon 
leave the
flashing SAM installation and begin heading toward your aircraft. The 
[S] Cockpit instrument light also illuminates. This should give you 
plenty of time to deploy counter-measures or maneuver to defeat it. 
While the TEWS is merely a backup system for detecting enemy aircraft, 
it is absolutelv essential in dealina with the SAM threat.
When an aircraft with a "lock" fires a missile, its icon does not 
flash. You do receive audio warnings, however. In addition, the [AI] 
Cockpit instrument light illuminates. Again, a radar-guided missile 
appears on the TEWS display as a small unnumbered square.
Any time you see a diamond symbol on your TEWS, count on a missile 
coming your way. (Just think how quickly you fire a missile once you 
achieve a "lock " Enemy pilots are just as eager to shoot at you). The 
best way to defeat air-to-air missiles is to prevent them from ever 
being fired in the first place.
Another aspect of the TEWS suite is the radar jammer which is tied 
into the detection equipment. The internal jammer is initially turned 
on by pressing Jammer Active (j Key). This key puts the Jammer in a 
"standby" mode. Once in this standby mode, it automatically counters 
any radar emissions directed at the aircraft. Do not press the key 
each time a radar "lock" is detected, the Jammer functions 
independently. When the Jammer is functioning the words "Jammer 
Active" appear along the bottom of the TEWS.

One drawback to the Jammer is its effect on your EMIS state. With the 
Jammer functioning, the emissions are detectable. In this respect 
using the Jammer is a trade-off. It may save your life and prevent a 
missile from being fired but everyone is now able to spot you. The 
EMIS light illuminates on the console indicatinq the Jammer is 
functionina.

AUTHENTIC MODE AIR-TO-AIR COMBAT

Authentic Mode is a more accurate simulation of the actual AN/APG-70 
radar system. Here, you are required to control the various settings 
and aspects of the radar system. It is the most complex mode and 
requires a high degree of Situational Awareness on the part of the 
operator. Because of its inherent complexity, it is recommended that 
the Standard Mode settings be mastered first before trying this more 
advanced mode.

AIR TO AIR RADAR

The F-15E is equipped with the AN/APG-70 X-band pulse-Doppler radar 
system. This radar represents a substantial improvement over its 
predecessor, the AN/APG-63 system. The AN/APG-63 system is still 
utilized by the majority of F-15C/D models, but they are scheduled to 
be upgraded in the near future.
By comparison, the AN/APG-70 has a much greater RF band-width and a 
larger look-down detection range. It utilizes VLSI technology (Very 
Large Scale Integration) with chips containing 10,000 or more logic 
gates. It also is able to operate with a reduced number of system 
components.
In the Authentic Mode Air-to-Air role, the radar has two search modes: 
Long-Range-While-Scan (LRS) with interleaved Pulse Repetition 
Frequencies waveforms (PRF) and Short-Range-While-Scan (SRS) with f ul 
I mediu m PRF. The radar also has Track-While-Scan (TWS), 
SingleTarget-Track (STT), and two Auto Target Acquisition (AUTO) 
modes.
In the air-to-ground role, the synthetic aperture radar capability can 
produce high-resolution (HRM) or real-beam (RBM) mapping down to a 
highly detailed scale of 0.67 nm. There is also precision velocity 
updating and air-to-ground ranging.
The HUD is integrated into the various air-to-air and air-to-ground 
radar modes, and automatically switches into the correspondinq Master 
Mode.
AIR-TO-AIR BASIC CONCEPTS

A radar beam has two primary components. The first, scan width or 
Azimuth, is automatically set by the radar system at either 60ø or 
120ø depending on the selected radar mode. The radar scans only within 
the indicated azimuth. Bogies outside of the indicated azimuth to the 
left or right do not appear on the radar screen. The two bright pips 
along the xaxis (bottom horizontal line) indicate the current azimuth 
of the radar beam. The caret oscillating along the x-axis indicates 
the current azimuth position of the radar beam.
The second component! scan depth or Bars, is fixed at 6 bars. A bar is 
a single scan band that the radar follows across the sky bounded by 
the azimuth setting. With 1 bar, the beam would scan left to right, 
then right to left along the same scan line. With 6 bars, the beam 
scans left to right, drops down the equivalent of 1 deg at 80 nm 
range, scans right to left. drops down scans left to right, and so on.

AZIMUTH AND BARS SCAN

When it reaches the bottom left corner of the 6th bar, it starts over 
at the left corner of the first scan line. As a result, 6 bars covers 
a greater depth of sky than with 4 bars, 2 bars, or obviously, 1 bar. 
Bogies outside of 6 bars, either above or below do not appear on the 
radar screen.
This fixed 6 bars setting maximizes beam coverage, and is the most 
popular setting on the actual radar. The caret oscillating along the 
y-axis (left vertical line) indicates the current bar position of the 
radar beam.
A third important aspect now comes into play: Antenna Elevation. While 
the antenna is in the 6 bars setting. you are able to aim it higher or 
lower into the open sky. You can scan the entire sky without having to 
change your altitude. The two bright pips along the y-axis indicate 
the current altitude coverage of the radar at the acquisition symbol; 
this information is also presented numerically.
Your F-15E is centered along the bottom of the radar display looking 
up or ahead. Aircraft (friendly and enemy) always appear on the grid 
ahead of your point of view (in your 12 o'clock position). The display 
itself is a 4 by 4 square grid divided into 30 degree increments along 
the x-axis, and and four increments of nautical miles (nm) along the 
y-axis.

RADAR STATE
It may seem too obvious of a point, but still one worth mentioning. 
The radar system must be fully active before any of the modes to 
become operational. To activate the radar, simply toggle Radar 
Activate(r Key). Toggling this key alternates the radar between its 
active state and SNlFF mode.
Technically speaking. the radar system is never off during flight, but 
is placed into an inactive or standby mode called SNIFF. The radar 
antenna continues to scan along its designated path, but does not emit 
any energy. When the radar system is in SNIFF mode, the radar screen 
is blank and the word "SNIFF" is displayed. The current radar mode is 
still displayed and is adjustable while the radar is in SNIFF mode.
When the radar system is active, the (EMIS) indicator illuminates 
indicating that your F-15E is emitting radar energy. The emission of 
radar energy gives enemy search systems an added advantage to locating 
your F-15E. Any type of energy emission is like a bright beacon in the 
sky. Your radar system should be utilized with this in mind. 
Indiscriminate use could make the difference between success and 
failure.
LONG RANGE SCAN (LRS)

This is the basic air-to-air radar search mode and default setting 
when selecting the Air-to-Air Master Mode. The current mode is always 
indicated in the lower left corner.
The LRS mode is heading stabilized with the radar antenna always 
pointing in the direction the aircraft is heading. It has an azimuth 
of 120ø and a default range of 80 nm. The bright pips along the x-axis 
are at the extreme edges, or 60ø per side equaling 120ø. The value in 
the upper right corner is the current range setting; 80 nm. Therefore, 
the individual horizontal breaks indicate ranges from 0 (your 
aircraft's position at the bottom), to 20, 40, 60, and 80 nm from your 
aircraft.

LONG RANGE SCAN (LRS) RADAR

As was first mentioned in the initial description of the AN/APG-70 
radar system, the LRS mode features interleaved PRF. This means that 
the LRS mode alternates between high and medium PRF. This may seem a 
bit cosmic (fighter-speak for a sophisticated system), but it is 
actually quite simple.
The radar uses pulsed beams rather than a continuous radar beam to 
search for enemy targets. High PRF pulses are necessary to detect 
targets at long range, in respect to velocity, but are not suitable 
for measuring range because there is not enough time to correlate the 
data before the next pulse fires. Medium PRF pulses do not have the 
power to detect long range targets, but are an accurate measurement of 
range. They can distinguish between targets and false returns 
generated by ground clutter.
The current PRF status displays in the lower right hand corner. The 
value indicates the bar currently scanned; "HI" indicates high PRF and 
"MED" indicates medium PRF. Notice that the radar alternates between 
HI and MED PRF as it moves down the bars and when it cycles back to 
the beginning of the 1st bar. In this way, an individual bar is not 
continually scanned with the same PRF pulse.

HUD SYMBOLOGY
The HUD does not display any special data when the radar is in LRS 
mode.

RADAR RANGE (AIR-TO-AIR MODES)
The radar range is changed by pressing Radar Range (home key) to 
toggle the range. The range can be set to 10, 20, 40 or 80 nm, 
although anything under 40 nm in LRS mode is more of a handicap than 
an asset. As with 80 nm, the individual horizontal breaks still 
represent 1/4 of the maximum range setting. For example, with a 20 nm 
setting, the individual horizontal breaks indicate ranges from your 
aircraft's position at the bottom, (0 nm), to 5, 10, 15, and 20 nm 
from your F-15E.
ANTENNA ALTITUDE
The antenna altitude coverage can be raised 5ø by pressing Antenna Up 
(page up key), or lowered 5ø by pressing Antenna Down (page down key).
The current antenna altitude coverage is displayed graphically by the 
two bright pips on the y-axis, and numerically by the two values in 
the upper left corner. The first value is the lower altitude limit, in 
thousands of feet, and the second value is the upper altitude limit, 
also in thousands of feet. For example, if the altitude indicates "18 
35", the radar is scanning between 18,000 and 35,000 feet in regard to 
the position of the ACQ Symbol (more on that later). Any potential 
targets flying below 18,000 feet or above 35,000 feet do not appear on 
the radar.
As you climb or dive the F-15E, the altitude indicators change based 
upon the new attitude of the plane. If you dive, the antenna is 
pointing more toward the ground; the maximum altitude coverage is now 
less. The reverse is true if you climb.

BOGIES & BANDITS
Bogies appear as bright green boxes on the radar display. In LRS mode, 
no altitude information is given, only range indications. Do not let 
the relative position of the green boxes disorient you. Just keep in 
mind that they are out in front of your F-15E. They may be above or 
below your current altitude, but at this point you have determined the 
most important piece of information, that a potential threat exists.

TARGET AGING
All of the radar modes, including LRS, age scanned targets. As the 
beam scans away from the target, it maintains its last known position 
by displaying a subdued green box. When the target is again scanned, 
its new position immediately updates on the radar and the aged box is 
erased.
Target aging can be utilized as a rudimentary altitude scale. If the 
bar scan caret is at the top of the scale, and a target quickly ages, 
you can interpret this to mean that it is near the indicated maximum 
altitude coverage limit. The reverse is also true of the lower end of 
the bar scan.

ACQUISITION SYMBOL
After all that, there is still one last piece of data to digest, the 
Acquisition Symbol. The ACQ Symbol (pronounced "Ax"), looks like two 
parallel vertical lines or captain's bars. It is located in the center 
of the radar display bracketed by the horizon line. Think of the ACQ 
Symbol as a pointing device that is used to direct the radar to look 
in a certain direction or to designate a target.
The ACQ Symbol can be used to determine the antenna coverage, in 
thousands of feet, at any particular range. Use the Controller to move 
the "captain's bars" cursor into the radar screen. It changes into the 
ACQ Symbol. As you move the ACQ Symbol up and down the screen, notice 
that the bright pips along the y-axis change along with the values in 
the upper left corner.
For example, if you sit on the runway with your LRS radar mode active 
and place the ACQ Symbol on the 60 nm range line, the values read "-35 
35." This indicates that at 60 nm, the radar is scanning from -35,000 
feet to 35,000 feet. While a negative range coverage may seem some 
what strange, this is how the radar system is able to distinguish low 
flying aircraft.

TARGET DESIGNATION
Designation is the process of telling the radar system that you want 
to track a specific target or look at a specific point in space. 
Pressing Designate Target (backspace key) designates the radar on the 
closest target. Multiple presses of Designate Target toggles through 
all available targets from the closest to the furthest.
The preferred method of target designation is by using a mouse 
controller to move a cursor over the desired target. If you have a 
mouse, you can freely move the ACQ Symbol to designate an individual 
target or to use the ACQ Symbol to designate any point on the radar 
screen.
After designating a target, the radar automatically switches to 
TrackWhile-Scan mode (or Designated-Track-While-Scan: DTWS).
SHORT RANGE SCAN (SRS)
SRS is the secondary air-to-air radar search mode. It is activated by 
pressing LRS/SRS(insert key) when in LRS mode. Like LRS mode, SRS is 
heading stabilized. It has an azimuth of 60ø by a default range of 40 
nm. The range can be set to 10, 20 or 40 nm.
The HUD does not display any special data when the radar is in SRS 
mode. As opposed to LRS, SRS always scans in medium PRF. this is 
indicated in the lower right corner. Additionally, the bars in SRS are 
of greater depth than LRS, approximately 2.5ø. Therefore, SRS covers a 
greater depth of sky. With its tighter, medium PRF 60ø beam, SRS 
updates the radar screen much quicker, and is providing precise range 
information with every sweep. It should be the mode of choice once 
targets pass the 40 nm range line. Otherwise, the information 
displayed in SRS mode exactly matches LRS.

SHORT RANGE SCAN

In SRS mode, the ACQ Symbol plays an additional role. Since SRS has a 
60ø azimuth, the ACQ Symbol can be used to aim the radar in the 
horizontal plane. Notice as you move the ACQ Symbol from side-to-side 
that the two bright pips along the x-axis align their position with 
the position of the ACQ Symbol. This powerful feature can be very 
useful when potential threats start to cut down the range. You are 
able to maintain them in your radar beam without having to change the 
heading of your F-15E.
As with LRS, designating the ACQ Symbol switches the radar into Track-
While-Scan mode.

TRACK-WHILE-SCAN (TWS)

TWS (pronounced "Twiz") is the primary target tracking mode and is
activated by pressing TWS (delete key), or by designating the ACQ
Symbol in either LRS or SRS modes. TWS is actually two separate modes,

TRACK WHILE SCAN
standard TWS and Designated-TWS (called DTWS or D-Twiz). If TWS/ DTWS 
is activated by pressing TWS or by designating the ACQ Symbol in an 
open area on the radar screen, TWS mode is activated. If a target is 
designated (the target is called the Primary Designated Target or 
PDT), DTWS mode is activated.
TWS/DTWS is space-stabilized. It locks on to a specific target or a 
point in the sky. As you change the heading of your F-15E, the radar 
maintains this space stabilization. This is very useful in maintaining 
a designated or locked target while maneuvering your F-15E.
TWS/DTWS has an azimuth of 60ø and defaults to the indicated range 
(10, 20, 30, 40, or 80 nm) when the mode is activated. If the radar is 
unable to maintain its designation, it reverts to the last active 
search mode.

HEADING VECTOR
The radar screen in TWS mode appears exactly the same as LRS/SRS with 
one important addition, the Heading Vector. This is a small line 
leading off from the target box. Contrary to what you may think, it is 
not a tail but a "lead line." It always points toward the direction of 
flight.

DESIGNATED TRACK WHILE SCAN (DTWS)

When a target is designated, it changes from a box to an open diamond 
along with the Heading Vector. The information displayed on the radar 
switches from general radar data to target specific data. DTWS 
continual Iy scans the designated target but also scans the area 
within the indicated azimuth and 6 bars. The designated target is the 
primary scan point, but other targets in the vicinity are also 
displayed along with their Heading Vectors. The azimuth and bar carets 
remain locked at the position of the designated target, however.
Moving across the top of radar display starting from the upper left 
corner; the first value is the designated target's current speed in 
knots, next is its aspect angle, followed by its heading, and finally, 
the indicated range of the display.
Across the bottom of the display in the lower left corner is the radar 
mode, and in the lower right corner is the target's current altitude 
in thousands and hundreds of feet (the first value is the thousands 
and the second value is the hundreds).

DESIGNATED-TRACK-WHILE-SCAN (DTWS)

Target Speed	Aspect Angle	Target Heading

When a target is designated and a missile is selected, a new set of 
prompts immediately appears on the radar display's right y-axis. There 
are two lines and a caret. The caret corresponds to the target's 
range. The upper line is the selected missile s maximum range; this is 
called RMAX. The lower line is the selected missile's minimum range; 
this is called RMIN. The target's range must be somewhere between RMAX 
and RMIN for a valid shot. This combined data element is called the 
Radar Range Scale.

ASPECT ANGLE

This is the horizontal angular difference between the tail of the 
target and the nose of your F-15E. The angle that these two points 
define is the Aspect Angle. The "L" or "IR" means that your F-15E is 
looking at the left side or right side of the target.
ASPECT ANGLE

The angle is defined as a single or double digit; the units digit is 
not significant and is dropped. For example, if the Aspect Angle is 
12L (read as one-two-left), your F-15E is 120ø off the target's tail 
on its left side.
If the Aspect Angle is increasing, your F-15E is passing to the front 
of the designated target; if it is decreasing, you are passing to its 
rear. If the Aspect Angle remains constant, your F-15E and the target 
are cospeed and co-heading. An Aspect Angle of "H" means your F-15E is 
flying directly toward the target on a collision course; "T" means 
your F-15E is directly in the target's six.
Aspect Angle is a very important consideration. You will come to see 
that Aspect Angle has a direct bearing on not only the quality of the 
shot but also a target's ability to take a shot at you.

RADAR AUTO-RANGING (DTWS)
DTWS has the added feature of automatic range scaling. If the PDT's 
range is approximately 2 nm less than a range boundary, the selected 
range automatically switches to the appropriate increment. For 
example, if DTWS is set at 40 nm, and as the PDT's range falls to 18 
nm, the radar automatically switches into 20 nm range.

HUD SYMBOLOGY
In DTWS mode, the HUD mirrors part of the radar information. In the 
lower right corner of the HUD, a target's altitude, range and aspect 
angle are displayed from top to bottom.

LOCKING UP THE TARGET
When in DTWS mode, the PDT can be locked up at any time by pressing 
Target Lock (l key). When a target is locked, its icon on the radar 
display changes from an open diamond to a solid diamond. If the 
selected weapon is either the gun, AIM-9M or AIM-7M, the radar 
automatically switches into Single-Target-Track (STT) mode; if AIM-
120A is the selected weapon, the radar stays in DTWS mode.
In addition to the missile range data, two important cues now appear 
on the radar display; the Allowable Steering Error (ASE) and the 
Steering Dot. The ASE is located in the middle of the radar display, 
and depending on the location of the target, the Steering Dot is 
located in the vicinity of the ASE. The ASE is a dynamic element that 
changes its size, either becoming larger or smaller, depending on the 
target's Aspect Angle.

BREAK LOCK
Situations may arise when the locked target is no longer the primary 
threat. Another target of greater priority may have just appeared, and 
you need to switch locks. By pressing Break Lock (k key), the lock is 
immediately dropped, and the radar automatically reverts to the last 
active mode.
This may seem somewhat confusing if the last active mode was AUTO and 
the locked target is the closest and is less than 10 nm away. In this 
case, the radar instantaneously drops the lock and restores the lock 
to the same target. This switch happens so quickly that you can not 
even recognize it. You may think that the Break Lock did not work, but 
this is not the case.
HUD SYMBOLOGY
The HUD mirrors ASE and Steering Dot cues just described along with a 
few of useful additions.
The Radar Range scale is located on the right side of the HUD. The 
information is displayed in the same manner as the radar display, plus 
it adds an additional factor, Closure Rate. Next to the target's range 
caret is a value. A positive value indicates the speed at which you 
are overtaking the target; a negative value is the speed the target is 
pulling away from you.
These two airspeeds are available elsewhere, but this way the system 
calculates the vectors and does the math. This information is useful 
to determine if you are chasing the target; if you are approaching 
head-on or approaching from the beam (Aspect Angles from six to 
oneone), it becomes significant to weapon selection and employment.
The HUD also adds another very useful reference cue, the Target 
Designator Box (TD). The TD "boxes" the target as a visual reference 
to its location . The TD never totally leaves the HUD even as a target 
exits the HUD's field of view. The TD parks itself at the edge of the 
HUD. A line appears from the center of the ASE to the target's 
location. This line is appropriately called the Target Locator Line. 
Follow the line, the target is at the other end.
Finally, the Gun Cross appears directly below the the Heading 
Indicator when the selected weapon has missiles or rounds remaining.

LOCKSHOOT LIGHTS
When a target is locked up, the two Lock-Shoot lights located on the 
aircraft's canopy brace illuminate. The lights begin flashing when you 
receive a Shoot cue.

SINGLE-TARGET-TRACK (STT)
The nature of certain missiles require the full support of the radar 
system in order to engage a target.  AIM-9M and AIM-7M both engage 
targets from STT mode while AIM-120A engages targets from DTWS mode.
STT appears exactly the same as DTWS with one key exception; only one 
target ever appears on the radar display. No other aircraft, no matter 
how close to the target or your aircraft, appear on the radar display.

Do not get focused on this single target. It is imperative not to 
lockup a target too soon. Stay in DTWS as long as possible so as to 
receive as much information about all of the targets.

AIR-TO-AIR COMBAT (MISSILE)

As stated earlier, the weapon must first be in range to take the shot. 
The shot must also be in constraints for the particular missile. This 
is not something you must calculate manually. The ASE and Steering Dot 
do this for you.
You might think that you would have to put the TD in the ASE. This is 
not necessary. All that is required is for the Steering Dot to be 
brought within the ASE circle. Remember that the ASE constantly 
changes with the target's Aspect Angle.

SHOOT CUE
Once the range and steering requirements are met a Shoot Cue appears 
on the lower center of the radar display and also flashes directly 
below the TD on the HUD. The Shoot Cue appears as a triangle for AIM-
9M Sidewinder and AIM-7M Sparrow, or a six pointed star for AIM-120A 
AMRAAM.
If the Shoot Cue disappears before the shot is taken, you must wait 
for it to reappear. The shot is good only as long as the Shoot Cue is 
visible.

LOCK-SHOOT LIGHTS
When the Shoot Cue appears, the two Lock-Shoot lights located on the 
aircraft canopy braces will flash.

AIM-9M & AIM-120A (FIRE AND FORGET MISSILES)

The AIM-9A Sparrow and the AIM-120A AMRAAM are both fire and forget
missiles. Once they are launched, your aircraft need not retain a 
radar lock-on in order for the missile to intercept the target. You 
may designate or lock another target or completely turn away from the 
target.

AIM-7M (MAINTAINING RADAR LOCK)
The AIM-7M Sparrow is a semi-active radar homing missile (SARH). It 
homes in on the reflected radar energy generated by your aircraft. 
After
launch, it is necessary that you maintain a radar lock-on (called 
"painting the target") until the missile intercepts the target. It is 
not necessary to maintain a Shoot Cue; just maintain the radar lock.

TIME TO INTERCEPT (TTI)
Once an AIM-120A AMRAAM or AIM-7M Sparrow missile is launched, the TTI 
data is displayed on the HUD as the final target entry in the lower 
right corner. The value is expressed in seconds to intercept the 
target. If the missile loses lock, ''LOSING" displays in place of the 
seconds.
TTI is informational if an AIM-120A was launched, but is extremely 
useful if an AIM-7M was launched as the target must be continually 
illuminated by your radar for this missile to intercept the target.

BREAK X

Once the target range passes below RMIN, a large "X" appears in the 
center of the HUD and the center of the radar display. This symbol 
(called "Break X"). indicates that a shot is no longer possible, and 
the missile should not be launched. You must reposition your F-15E for 
a clear shot. If you take the shot, it will miss.

AIR-TO-AIR COMBAT (GUN)

The gun design of the F-15 series of aircraft overcame a limitation 
that long plagued the the F-4 Phantom ll and earlier aircraft. With a 
gun mounted directly along the horizontal, you must actually fire more 
at the target's nose than at its mid-point. This is due to the natural 
drop in shells as gravity takes over. In tight-turning furballs you 
actually had to fire at a target just out of your point of view. Your 
F-15E's gun is canted up 2ø from horizontal. Some ingenious engineer 
figured out that that was just enough to overcome the force of gravity 
at a range 3,000 feet or less.
Your F-15E is equipped with a Lead Computing Optical Sight (called 
LCOS, pronounced L-COS) for the on-board M61A1 20mm Gun. The LCOS uses 
your F-15E's motion and the radar range to estimate the target 
velocity and acceleration.
The gun has a maximum effective range of approximately 3,000 feet, or 
roughly 1/2 nm. The gun and gunsight are bore sighted to the gun 
harmonization range of 2 .250 feet; this is the optimum range . For 
all intents and purposes, the gun can fire a great deal further, but 
anything much beyond 3,000 feet and the dispersion of the shells makes 
any chance of hit unlikely.
When the gun is selected as the active weapon, the ASE is replaced by 
the gun sight reticle. Lacking a locked target, the reticle is 
positioned just above center line in the HU D. Remember the gun's 2ø 
cant. With a locked target, the reticle floats in the HUD as it 
compensates for your F-15E's flight parameters. In reality, it can 
actually exit the HUD during non-constant high-g maneuvers.
The object is a simple one. Place the reticle on the target, attain 
proper range, and pull the trigger. Could it get any easier? Well, 
getting there takes some effort. The reticle must be stabilized on the 
target before a shot can be taken. The art of of stabilizing the 
reticle on the target is a matter of maintaining a g-level that is 
already attained. Quick, sharp violent maneuvers just throw the 
reticle around the HUD.
With a radar lock, the HU D displays the Radar Range Scale, but only 
displays target range and Aspect Angle in the lower right corner.

GUN HUD
AUTO TARGET ACQUISITION (AUTO)
AUTO mode is as close to a panic situation as you will ever want to 
see. It should only be used when no targets are active on your radar 
display and you suspect, just saw, or just had your target fly past 
your point of view.  This way you get to the shooting without have to 
go through the entire sequence.
AUTO provides the widest beam coverage, but is limited to a maximum 
range of 10 nautical miles. AUTO mode is activated by pressing AUTO 
MODE (end key) or by selecting/pressing Guns (1 key) when in either 
search mode.
AUTO mode immediately locks up the first and nearest target, within 10 
nm, that the radar detects. AUTO mode automatically switches to 
Single-Target-Track (STT) mode if Guns, AIM-9M or AIM-7M are the 
selected weapons. If the AIM-120A is the selected weapon, the radar 
switches to DTWS when a target is locked.

BORE SIGHT (BST)
Bore Sight is a special sub-mode of AUTO that is activated by a second 
press of AUTO MODE (end key). When the radar is in Bore Sight mode 
(BST is displayed in the lower left corner), the beam is focused 
directly along the heading of the aircraft: a special BST beam pointer 
is displayed in the center of the HUD. Any target aircraft that 
ventures into or is placed within the beam pointer is immediately 
locked-up.
This mode is very useful to lock-up one of multiple targets at close 
range. Since AUTO mode automatically locks the closest target 
regardless of its orientation to your aircraft, BST enables you to 
select the target to lock.

IDENTIFICATION, FRIEND OR FOE (IFF)

Modern air combat seldom affords the opportunity to achieve a visual 
tally on a potential threat. IFF is a method utilized to determine if 
a bogey is a true bandit or a non-threat. Special electronic systems 
are used to "interrogate" a target to determine its nature.
Press IFF(i key) to interrogate a locked target (IFF is only effective 
with a locked target). If friendly, a transponder in the locked 
aircraft automatically responds by "squawking'' back with an audible 
tone. Additionally, the IFF light illuminates in the cockpit.

If you do not get a "squawk" the target icon immediately changes into 
an "X" symbol on the radar display indicating that the aircraft is 
hostile. Do not wait to see the whites of their eyes. Shoot first and 
ask questions later.
AUTHENTIC MODE
AIR TO GROUND COMBAT
PRIMARY AND SECONDARY TARGETS

Each mission requires you to attack a Primary and Secondary target. 
These two targets are generally related in that the same type of 
ordnance is used to destroy both. The order in which you attack these 
targets is unimportant and left up to you . Just remember, if you 
attack the Secondary target first, keep enough bombs on board to 
destroy your Primary.
Your prescribed flight path is displayed on the Tactical Situation 
Display (TSD). The first Sequence Point along the path is always the

Primary Target. The second Sequence Point is the Secondary target.

AIRTOGROUND BASIC CONCEPTS

The AN/APG-70 radar system is able to discriminate potential ground 
targets on a high order and to utilize the synthetic aperture radar 
capability to create highly detailed maps of designated target areas. 
Complementary and support systems include the LANTIRN AN/AAQ-14 
Targeting Pod with its high resolution FLIR and laser designator.
As is the case with the Air-to-Air Radar Modes, these modes most 
closely duplicate the actual functionality of the AN/APG-70 radar 
system when utilized in an air-to-ground role. This is not the mode to 
tackle initially. it is recommended that the radar be placed in 
Standard Mode first.
AIR TO GROUND RADAR
The primary air-to-ground radar modes are the Real Beam Map (RBM) and 
the High Resolution Patch Map (HRM). These two modes work in parallel 
to create highly detailed views of the forward area.
Azimuth, bars and antenna altitude are not an issue when in Air-
toGround Master Mode.  The radar system is ground stabilized and 
automatically determines the correct attitudes and settings for these 
aspects.

RADAR STATE
Technically speaking, the radar system is never off during flight, but 
is placed into an inactive or standby mode called SNIFF. The radar 
antenna continues to scan along its designated path, but does not emit 
any energy. When the radar system is in SNIFF mode, the radar screen 
is blank with the word "SNlFF" displayed.
The current mode is still displayed and is adjustable while the radar 
is in SNIFF mode. Press Radar Activate ( r key) to activate the radar 
system. When the radar system is active, the EMIS indicator 
illuminates indicating that your F-15E is emitting radar energy.
The emission of radar energy gives enemy search systems an added 
advantage to locating your aircraft. Any type of energy emission is 
like a bright beacon in the sky. Your radar system should be utilized 
with this in mind. Indiscriminate use could make the difference 
between success and failure.

REAL BEAM MAP (RBM)
The RBM mode is heading-stabilized. The radar antenna always points in 
the direction the F-15E is heading. It has a fixed azimuth of 100ø and 
a maximum default range of 80 nm. The value in the lower left corner 
is the current range setting.
Your F-15E is positioned at the bottom of the radar display looking up 
or ahead. The display is divided into four incremental arcs 
representing nautical miles (nm). Terrain and objects appear on the 
grid ahead of your point of view (in your aircraft's 12 o'clock 
position). Therefore, if the default range is 80 nm, the individual 
arcs indicate ranges from 0 (your aircraft's position at the bottom), 
to 20, 40, 60, and 80 nm from your F-15E.

REAL BEAM MAP DISPLAY

RBM RADAR RANGE
The radar range can be changed by pressing Radar Range (home key) to 
toggle the range. The range can be set to 10, 20, 40 or 80 nautical 
miles.
The maximum range setting is dependent on the Above Ground Level (AGL) 
altitude of your F-15E, as indicated by the radar altimeter. If the 
AGL is 500 feet or less, the maximum possible range setting is 10 nm. 
If between 501 to 1000 feet; 20 nm, between 100 to 2000 feet. 40 
nautical miles. If the altitude is above 2000 feet; 80 nautical miles. 
The RBM range defaults to these indicated maximums, and can not be set 
beyond these parameters as long as an AGL maximum limit exists.
As with 80 nm, the individual arcs still represent one quarter of the 
maximum range setting. For example, with a 20 nm setting, the 
individual arcs indicate ranges from 0 (your aircraft's position at 
the bottom), to 5, 10, 15. and 20 nm from your F-15E.
RBM TERRAIN & TARGETS
Terrain is displayed as shades of dark to light, with black as no 
terrain, or water, to brighter shades for higher elevations. Non-
terrain objects appear as bright pips against the background terrain.
Depending on the range selected, these objects can appear as close 
concentrations or dispersed groupings. Objects on an 80 nm range RBM 
appear much closer together than the same objects on a 20 nm range 
RBM.
The RBM is continually updated as the radar beam passes across the 
scan area; terrain and objects are updated with each complete pass.

RBM SEQUENCE POINTS
These reference cues are placed on the RBM to assist in identifying 
important points on a mission. Your home air base or tanker track, 
Primary and Secondary targets are all indicated on the RBM at the 
appropriate locations. The Primary and Secondary Targets are indicated 
as triangles. Your home air base or tanker track is marked with a 
five-sided symbol shaped like the home plate in baseball.

RBM DESIGNATING TARGETS
Targets can be designated for area effect weapons such as Rockeye IIs, 
directly from the RBM. Other means should be employed for target 
designation when using point effect weapons such as AGM-65 Mavericks. 
Move the cursor by pressing Designate target (backspace key) to the 
closest ground target. Multiple presses of this key toggles through 
all available targets from the closest to the furthest.
If you have a mouse controller. you can freely move the cursor to 
designate any target on the RBM screen or even a point on the ground. 
Pressing the right mouse button designates the target.
While targets can be designated directly from the RBM in this manner! 
it is most often utilized as a reference for "commanding" or making 
Hiqh Resolution Maps (HRM).

HIGH RESOLUTION MAP (HRM)

An HRM is created with the AN/APG-70's synthetic aperture radar 
capability. HRMs depict all the significant terrain features and 
objects captured within the beam; the radar Doppler shifts are 
converted into actual terrain and object features.
The system computer must go through literally millions of calculations 
before a map can be generated. As a result, HRMs are not generated 
instantaneously; there is a delay. As you move the cursor around the 
RBM screen the value displayed at the top of the RBM screen is the 
estimated delay for generating an H RM map at the cursor's current 
location . You can control this delay and the quality of the HRMs 
generated.
Static pulse Doppler radars, like ground-based radars, generate the 
strongest returns from objects moving across the radar's point of 
view. Objects moving directly toward or away from the radar generate 
the weakest return.

HIGH RESOLUTION MAP

HRM Disolay Window Size (DW)
With HRMs, your pulse Doppler AN/APG-70 radar is moving and the 
targets are stationary. Therefore, objects located at your sides or 
beam generate the strongest returns while objects directly ahead 
generate the weakest returns. In fact, you can not command an HRM 
directly ahead of your point of view. Offsetting your viewpoint from 
directly ahead is referred to as "Squint Angle"
HRMs commanded at the extreme boundaries of the RBM utilize max 
Squint, and are the quickest to generate and the most accurate. This 
concept may take some getting used to. Normal logic dictates that you 
look directly at an object or move directly toward a point. I n this 
case, the indirect approach is the most advantageous.
HRMs can be commanded in seven increments: from a large, low detail 40 
nm map to, 20, 10, 4.7, 3.3,1.3, and all the way down to a small, 
highly detailed 0.67 nm map. The value in the lower center of the RBM 
display is the current Display Window Size (DW) for the HRM. The DW is 
adjusted down by pressing Zoom View In (z key) and is adjusted up by 
pressing Zoom View Out (x key). Both of these adjustments require the 
screen to be "in command."

HRM MAP LIMITS
As is the case with the RBM, the HRM is also bound by certain 
limitations.
HRMs can not be commanded directly ahead of your flight path: the 
Doppler radar returns are just too weak. The cursor changes into an 
"X" within this off-limits area. If commanded from within this region, 
a "BLIND ZONE" error message is displayed for a few seconds.

DW	|	Min		Max
0.67 nm	3.0 nm		20 nm
1.3 nm		3.5 nm		40 nm
3.3 nm		4.5 nm		50 nm
4.7 nm		5.0 nm		80 nm
10 nm		11.0 nm	80 nm
20 nm		22.0 nm	80 nm
40 nm		44.0 nm	80 nm

HRMs can not be commanded outside of the 100ø limit described by the 
RBM; the radar beam does not scan beyond the 100ø limit. The cursor 
changes into an "X" within this off limits area. If commanded from 
within this region, a "GIMBAL LIMIT" error message is displayed for a 
few seconds.
HRMs are also bounded by minimum and maximum range limitations. The 
preceding table indicates these minimums and maximums for each DW 
increment. The cursor changes into an "X" within these off limits 
areas. If commanded from within these regions, a "DW RANGE LIMIT" 
error message is displayed for a few seconds.

COMMANDING THE HRM
Commanding the HRM is the process of telling the radar system that you 
want to generate a map at a specific point on the ground. Move the 
cursor by pressing Designate Target (backspace key) to the closest 
ground target. Multiple presses of this key toggles through all 
available targets from the closest to the furthest.
Pressing Lock Target (l key) commands the map at the location of the 
cursor. If you have a mouse controller, you can freely move the cursor 
to command the HRM any target on the RBM screen or even a point on the 
ground. Pressing the left mouse button commands the HRM.
After commanding the HRM, its map screen is displayed after the delay 
lapses. The value in the lower center of the screen is the DW for the 
map. The value in the upper center is the time delay countdown for the 
HRM.
Additional high-detail HRMs can be commanded from an existing HRM. 
Increment the DW by pressing Zoom Viewln (z key) and press the Lock 
Target (l key).
If you have a mouse controller, and the screen is in command, you can 
freely move the cursor to command the HRM at any legitimate point on 
the RBM screen.  Pressing the left mouse button commands the new HRM.

HRM SEQUENCE POINTS
These reference cues are placed on the HRM to assist in identifying 
important points on a mission in the same manner as was described for 
the RBM.
HRM (DESIGNATING TARGETS)
Targets can be designated for all weapons directly from the HRM. Move 
the cursor by pressing Designate Target(backspace key) to the closest 
ground target. Multiple presses of this key toggles through all 
available targets on the map.
If you have a mouse controller, you can freely move the cursor to 
designate any target on the HRM map. Pressing the right mouse button 
designates the target.

OPTICAL GROUND TARGET DESIGNATION

While the majority of the ground targeting systems are optical in 
nature, they are so closely tied to the AN/APG-70's ground mapping 
systems that they are included here as part of the Air-to-Ground radar 
modes.
There are five methods of ground target designation. Two of these 
methods have already been covered in the preceding sections: RBM and 
HRM. The final three are the LANTIRN Targeting FLIR, the HUD TD ( HUD 
Target Designator) and the HUD Pipper.
The LANTIRN Targeting FLIR is an all-weather, night/day system, while 
the HUD TD and HUD Pipper are optical, daylight only systems.  They 
are point of view systems that utilize the old mark 1.0 eyeball method 
of designation; after all, you cannot designate what you cannot see.
Any one of these five methods can be utilized to designate a ground 
target or for that matter, any point on the ground. A target 
designated with one method can be changed or redesignated by the use 
of another method; the methods may be intermixed.
Care should be exercised. The flexibility of these systems are also 
their limitation. Since these techniques can designate any point on 
the ground, make sure that you have designated a legitimate target and 
not an open space by mistake.

AN/AAQ-14 LANTIRN TARGETING POD

The LANTIRN Targeting Pod, along with its sister the AN/AAQ-113 
LANTIRN Navigation Pod, make the F-15E an awesome night strike-
fighter.
Nestled under the left engine nacelle, the Targeting Pod combines a 
highly sensitive targeting FLIR (Forward Looking InfraRed) along with 
a laser ranger/designator, into a single compact package.

LANTIRN TARGETING POD,
FORWARD LOOKING INFRARED (FLIR)

Zoom-ln Image

The targeting FLIR functions in conjunction with the RBM/HRM systems, 
or can be utilized totally independently for complete passive 
detection, for precise identification and targeting. The laser 
ranger/designator is utilized to "paint" targets detected via the 
RBM/HRM systems or targeting FLIR for the accurate delivery of laser 
guided bombs (GBU-10 and GBU-12).

LANTIRN TARGETING POD IMPLEMENTATION
Since the Targeting Pod utilizes passive systems, it is considered to 
be always active and on-line for immediate use whenever Air-to-Ground 
Master Mode is selected. As opposed to the AN/APG-70 Radar System, use 
of the Targeting Pod does not effect the F-15E's EMIS state.
The Targeting Pod has a maximum range of 10 nm. Targets closer to your 
F-15E are naturally easier to recognize and identify. The Targeting 
FLIR has a high degree of contrast and two fields of view (wide and 
narrow) . Larger targets at extreme range should not be problem to 
identify.
The Targeting FLIR defaults to the wide field of view; this is 
indicated by a large "box" around the designated target; this is the 
field of view for narrow view. Narrow view is selected (the screen 
must be in command) by pressing Zoom View In (z key). The view of the 
designated target zooms in when the Targeting FLIR is set to narrow 
view, but the field of view is naturally limited. Wide view is 
selected (the screen must be in command) by pressing Zoom View Out (x 
key).
If the RBM/HRM systems are active, the Targeting Pod's viewpoint is 
automatically slaved to the RBM/HRM's point of view. When slaving its 
viewpoint to the RBM/HRM, targets designated via these systems are 
also automatically designated by the Targeting FLIR and centered in 
its point of view. The designated target can be changed by pressing 
Designate Target(backspace key). Multiple presses of this key toggles 
through all available targets currently in the FLIR's field of view.
If you have a mouse controller, you can freely move the cursor to 
designate any target or point on the FLI R screen. Pressing the right 
mouse button designates the target.

HUD TD (GROUND TARGET DESIGNATION)
The HUD TD is only active if a mouse is available. When the cursor is 
positioned in the HUD, it changes into the TD symbol. To designate a 
target, position the TD over any point on the ground and press either 
mouse button. The target can be changed any number of times with this 
method. The TD may not be used to mark air targets.

HUD PIPPER (GROUND TARGET DESIGNATION)
This method is not unlike the air-to-air Bore Sight radar mode; the F-
15E is basically utilized as a pointing device. In this case, the 
pipper is located at the point of the F-15E's velocity vector. At any 
time, pressing Designate Target(backspace key) designates the ground 
target currently under the pipper. A slightly nose down attitude is 
very useful when utilizing this method; it may not be used to mark air 
targets.
Note: The HUD Pipper is only functional if the RBM/HRM displays are 
not in command.

AIR-TO-GROUND DELIVERY MODES

All these air-to-ground designation methods lead to one specific end, 
the destruction of a target. There are three delivery modes for air-
to-ground ordnance: CDIP, AUTO, and Guided Delivery. Laser delivery 
mode is actually a subset of AUTO and CDIP.
Some weapons utilize only one mode of delivery whereas other weapons 
can utilize different modes of delivery depending upon pilot 
preference or conditions. Where options exist, the delivery mode is 
selected by pressing Bomb Mode (shtt b key). The active delivery mode 
is displayed in the lower right corner of the HUD.
All modes, except CDIP, require a valid designated target before any 
weapon can be dropped or launched. You must get through that portion 
of the process before you can even think about sending any ground 
ordnance on its way.

CDIP MODE

CDIP (Continuously Displayed Impact Point: pronounced "See-dip") is a 
computer determined, manually initiated release mode for the delivery 
of all types of free-fall bombs including; Mk. 82, Mk. 84, BSU-49, 
BSU-50. Rockeye ll, CBU-87, CBU-89, BLU-107/B Durandal, and GBU-10 and 
GBU-12 laser glide bombs.
CDIP is an optical delivery mode that constantly computes the impact 
point of the priority weapon. A weapon is placed "in priority" by 
pressing the desired Weapon Station (4-8 key). CDIP automatically 
computes the impact point based on the selected weapon. When the 
weapon is released, you can be fairly assured of its impact point. It 
is the easiest mode to understand and master.

CDIP MODE TARGETING FLIR SYMBOLOGY
If a target is designated, it is marked by cross-hairs and centered in 
the FLIR display.

CDIP MODE HUD SYMBOLOGY
CDIP Mode is visually controlled and actuated through the HUD. 
Therefore, a number of cues are displayed on the HUD to aid in the 
delivery of the priority weapon.
CONTINUOUSLY DISPLAYED IMPACT POINT (CDIP) Bombing Mode

If a target has been designated (not required) it is marked by the TD 
symbol. If the designated target is out of the HUD's field of view, a 
Target Steering Indicator is displayed on the Heading Indicator that 
points you toward it. (It works in the same manner as a Sequence Point 
caret).
In the lower right corner the "CDIP" mode indicator is displayed, 
along with the Ground Range to Target (G) and the Time to Target 
(TTGT) or Time to Release (TREL) if a target is designated. Both TTGT 
and TREL are expressed in minutes and seconds; the first value is 
minutes and the second value is seconds. If the designated target is 
behind your F-15E, TTGT is displayed, otherwise, TREL is displayed.
The Range to Target is measured somewhat differently than what you may 
be accustomed to. It is measured in only two dimensions. It is as if 
your F-15E was positioned flat on the ground and you were driving it, 
like a tank, to the target.

The current computed impact point is indicated by the Target Reticle, 
which is positioned at the bottom of the Displayed Impact Line (DIL). 
Think of the DIL as a steering line: it is there to help you line-up 
the target.

CDIP MODE WEAPON DELIVERY
In CDIP Mode, the Target Reticle always marks the point of impact on 
the ground. Use the DIL to orient and stabilize your flight path the 
DIL should be positioned to cut directly through the center of the 
target.
When the Target Reticle encircles the target (TREL should read zero 
with a designated target), press the Pickle Button (spacebar key or 
Joystick button #2). The weapon "in priority" is immediately released.
The fact that CDIP does not require a designated target allows you to 
immediately attack any target of opportunity. Just line up the shot 
and pickle the weapon.

CDIP LASER MODE

CDIP Laser Mode is utilized for the pinpoint delivery of GBU-10 and 
GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 
FLIR. It requires that you designate the target prior to launch.
CDIP Laser Mode is an all-weather delivery method that constantly 
computes the release time of the GBU-lOs or GBU-12s based on the 
position of the designated target. These weapons are not powered, so 
their range is more limited than an AGM-64D Maverick at low altitude.

LASER DELIVERY MODE HUD SYMBOLOGY
Laser Delivery Mode can be actuated through the HUD. Therefore, a 
number of cues are displayed on the HUD to aid in the delivery of the 
priority weapon.
The designated target (required in this case) it is marked by the TD 
Symbol. If the designated target is out of the HUD's field of view, a 
Target Steering Indicator is displayed on the Heading Indicator that 
points you to it.
In the lower right corner the "CDIP" mode indicator is displayed, 
along with the Ground Range to Target in nm (G) and the Time to Target 
(TTGT) or Time to Release (TREL). If the designated target is behind 
your F-15E, TTGT is displayed, otherwise, the TREL is displayed.
The designated target is marked by the TD Symbol. Additionally, the 
Laser Diamond is super imposed over the Gun Cross at the top of the 
HUD. This provides visual information as to the status of the laser.

LASER DELIVERY MODE TARGETING FLIR SYMBOLOGY
The designated target is marked by cross-hairs. When the designated 
target is within firing criteria, "LASE" appears at the top right side 
of the FLIR display along with a flashing "L" in the lower right 
corner.

LASER MODE WEAPON DELIVERY
In Laser Delivery Mode, it is purely a matter of placing the 
designated target somewhere out in front of your F-15E. When the GBU-
10 or GBU12 is in range and the target is in the frontal arc of your 
F-15E, the HUD and Targeting FLIR both provide visible launch 
indicators.
When the target is in constraints, the Laser Diamond on the HUD starts 
to flash. The FLIR displays "LASE" in the upper right corner and a 
flashing "L" appears in the lower right corner. All of these cues 
indicate that the laser designator is currently painting the target; 
the active weapon may now be launched. It is not necessary to wait for 
TREL to reach zero before released the ordnance.

IMPORTANT: Your F-15E must continue to lase the target until the GBU-
10 or GBU-12 impacts. GBU-lOs and GBU12s have a terminal velocity of 
approximately 400 kts. If your airspeed is faster than your bomb's 
airspeed, you could overfly the target before the bomb impacts. If you 
are not able to continually lase the target, the bomb goes ballistic 
and may or may not hit the target.

AUTO BOMBING MODE

AUTO MODE

AUTO Mode is a computed, automatic initiated release mode for the 
delivery of all types of free-fall bombs and laser glide bombs (see 
CDIP Mode for types). It constantly computes the release time of the 
priority weapon based on the position of the designated target.
AUTO Mode indicates a steering cue to line up the target and a cue 
when to pickle the weapon; it then automatically releases the weapon 
at the appropriate time. Bombing targets does not get much simpler 
than this.
AUTO MODE HUD SYMBOLOGY
AUTO Mode is controlled and actuated through the HUD. Therefore, a 
number of cues are displayed on the HUD to aid in the delivery of the 
priority weapon.
The designated target is marked by the TD symbol along with the 
Azimuth Steering Line (ASL) leading up from it. If the designated 
target is out of the HUD's field of view, a Target Steering Indicator 
is displayed on the Heading Indicator that points you to it.
In the lower right corner, along with the "AUTO" mode indicator, are 
displayed the Ground Range to Target (G) and the Time to Target (TTGT) 
or Time to Release (TREL). See CDIP for explanation of these 
indicators.

AUTO MODE TARGETING FLIR SYMBOLOGY 
The designated target is marked by cross-hairs.

AUTO MODE WEAPON DELIVERY
In AUTO Mode, the Target Reticle always encircles the Velocity Vector. 
Use the ASL to orient and stabilize your flight path. The Target 
Reticle should be 'driven" to cut directly through the center of the 
ASL.
At approximately 10 seconds prior to release, the Release Cue appears 
on the ASL above the TD symbol. This is a small horizontal bar that 
marches down toward the TD symbol. At or near the point the Release 
Cue appears, you should press and hold Pickle Button (spacebar key). 
When TREL reaches zero, the priority weapon automatically releases.

Auto LASER MODE

AUTO Laser Mode is utilized for the pinpoint delivery of GBU-lO and 
GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 
FLIR.
AUTO Laser Mode is an all-weather delivery method that constantly 
computes the release time of the GBU-lOs or GBU-12s based on the 
position of the designated target. GBU-10s and GBU-12s are not powered 
weapons, so their range is more limited than a AGM-64D Maverick at low 
altitude.

LASER DELIVERY MODE HUD SYMBOLOGY
Laser Delivery Mode can be actuated through the HUD. Therefore, a 
number of cues are displayed on the HUD to aid in the delivery of the 
priority weapon.
The designated target (required in this case) it is marked by the TD 
Symbol. If the designated target is out of the HUD's field of view, a 
steering cue is displayed on the Heading Indicator that points you to 
it.
In the lower right corner the "AUTO" mode indicator is displayed, 
along with the Ground Range to Target in nm (G) and the Time to Target 
(TTGT) or Time to Release (TREL) . If the designated target is behind 
your F-15E, TTGT is displayed, otherwise, TREL is displayed.
The designated target is marked by the TD Symbol. Additionally, the 
Laser Diamond is superimposed over the Gun Cross at the top of the 
HUD. This provides visual information as to the status of the laser.

GUIDED DELIVERY MODE

Guided Delivery Mode is a computed, automatic initiated release mode 
for the delivery of self-guiding weapons including: AGM-65D Maverick, 
GBU15, AGM-84E SLAM, AGM-84A Harpoon, and AGM-88C HARM.
Guided is an all-weather bombing mode that hands off the designated 
target to the built-in, self-guiding logic systems of the priority 
weapon based on the position of the designated target.
Guided Mode indicates a cue when the priority weapon has acquired the 
designated target. Just press the pickle button and move on to bigger 
and better things. These fire-and-forget weapons guide themselves to 
the target.

GUIDED MODE TARGETING FLIR SYMBOLOGY 
The designated target is marked by cross-hairs.

GUIDED MODE HUD SYMBOLOGY
Guided Mode can be controlled and actuated through the HUD. Therefore, 
a couple of cues are displayed on the HUD to aid in the delivery of 
the priority weapon.

GUIDED DELIVERY MODE

The Target Reticle appears in the center of the HUD encircling the 
velocity vector. The designated target is marked by the TD symbol 
along with the Azimuth Steering Line (ASL) leading up from it. If the 
designated target is out of the HUD's field of view, a Target Steering 
Indicator is displayed on the Heading Indicator that points you to it.
In the lower right corner are displayed the Ground Range to Target (G) 
in nm and Time to Target (TTGT). See CDIP for explanation of these 
indicators.

GUIDED MODE WEAPON DELIVERY
In Guided Mode, success is purely a matter of bringing the active 
weapon into constraints. These weapons have a narrower field of view 
than your HUD; use that as an indicator. When the active weapon is in 
constraints, the HUD and Targeting FLIR both provide visible 
indicators.

When the target is in constraints, "GUIDED" is displayed in the lower 
right corner of the HUD and the Target Reticle snaps to encircle the 
TD symbol. The Targeting FLIR displays "IN RNG" (in range) along the 
right side of the display. Both of these cues indicate that the active 
weapon may now be launched.
There are two special case guided weapons: AGM-84A Harpoon and AGM-88C 
HARM.
The Harpoon is an anti-ship missile and therefore only guides on ship-
type targets. Care should be taken to only launch a Harpoon against 
naval targets, i.e. ships. The AGM-88C HARM anti-radiation missile 
homes in on radar energy generated from a radar source. The HARM 
should only be designated against an enemy radar source. This can be 
accomplished from either the RBM/HRM or Targeting FLIR.

GUIDED DELIVERY LOCK-AFTER-LAUNCH
The GBU-15 and AGM-84E SLAM weapon systems have the added capability 
of locking onto a different target after launch. Since the image 
presented through the Targeting FLIR for GBU-15 and AGM-84E SLAM is 
the weapon's point of view as opposed to the F-15E's point of view, 
any target in the FLIR's field of view can be designated.
The normal procedure for designating targets through the Targeting 
FLIR is utilized. This can be changed any number of times prior to the 
weapon impacting the ground. This is an especially useful function 
with the AGM-84E SLAM due to its long range. This stand-off capability 
can be used to fly the missile into the general area of the target, 
and then to redesignate the actual or key target.

BREAK X

Releasing ordnance requires that your aircraft remain within certain 
flight parameters. For example, you would not want to release bombs 
while flying inverted or in a steep bank. If at any time you attempt 
to drop bombs from a prohibited flight attitude, you receive a Break X 
symbol.
When launching air-to-air missiles, a Break X symbol means that the 
target is too close. When releasing air-to-ground ordinance, the Break 
X means that your aircraft is in a flight attitude that prevents bombs 
from coming off their weapons stations cleanly. You will have to 
assume a different profile in order to release your ordnance.
AIRCRAFT DAMAGE

Until now all that has been discussed is what you are able to do to 
the enemy. This section deals with what the enemy can do to you.
On every mission you face a threefold threat: enemy aircraft, Surface-
to-Air Missiles (SAMs) and ground fire. Luckily, you have counter 
measures available to defeat each of these threats. Even so, there are 
times when the enemy may catch you by surprise and score a hit.
There are sixteen different areas that can potentially be damaged 
during the course of mission. Some of these areas, such as hits to the 
Nav/ ILS system, are not as critical as others. Hits which damage your 
Hydraulic system or engines should be viewed more seriously.
Damage to your aircraft is assessed according to the Difficulty Level 
you initially chose. It is also dependent on what type of weapon you 
are hit with. For example, radar-guided missiles with their 
exceptionally large warheads do considerably more damage than heat-
seekers. Ground fire is the least effective of all in terms of doing 
damage, but remember the "golden BB" theory. It only takes that one-
in-a-million hit in the right place to end your mission.
A missile hit is quite capable of causing damage to multiple areas. At 
the higher Difficulty Level settings, a single hit could conceivably 
knock out enough systems to render your aircraft unable to continue 
the mission.

DAMAGE ASSESSMENT
If your aircraft is damaged, it may not be immediately apparent what 
is wrong. The aircraft may just feel sluggish and unresponsive. To 
ascertain the exact nature of the damage, call up the Caution display 
for a text readout of the damaged areas. Note that if the displays 
themselves are damaged, this may not be possible.
The Cautions Display can be displayed on any MPD/MPCD from any Master 
Mode. It lists all damaged systems. In the event one or more systems 
receives damage, the Master Caution (front and rear cockpits) panel 
light illuminates and remains illuminated. The Cautions Display then 
lists the affected system(s).

REAR COCKPIT - CAUTION LIGHT

If the MPD/MPCDs are damaged there is a secondary means of determining 
damage. The WSO has a visual checklist of damaged areas in the form of 
two rows of Caution Lights overtop his MPD/MPCDs. When these lights 
are illuminated, it indicates damage to that particular system.
With all MPD/MPCDs knocked out, the WSO's status panel is still a last 
ditch source of information on systems damaged. The Caution lights is 
follow the order of the damaged systems as outlined in the following 
schematic:
For example, the lower light in the fourth row from the left means 
that the AN/APG-70 Radar system has been damaged.
The areas (systems) which are susceptible to being damaged are listed 
below along with the effect(s) the loss of each has on your aircraft.
LEFT ENGINE
The engine shuts down and is no longer operational. Its portion of the 
total power contribution is no longer available. The Engine Management 
Display should reflect this loss.

RIGHT ENGINE
The engine shuts down and is no longer operational. Its portion of the 
total power contribution is no longer available. The Engine Management 
Display should reflect this loss.

HYDRAULIC SYSTEM
The F-15E's hydraulic system has been damaged. The control and
response of the aircraft's fight surfaces is affected. In Standard 
Mode, the
aircraft tends to climb or dive and/or slip to the left or right. 
Constant
attention to flight control becomes a necessity. In Authentic Mode, 
landing
gear which requires hydraulic pressure will not raise again once it is
lowered. In addition, both wheel and speed brakes are rendered 
inoperative.

AFTERBURNER
The afterburner is no longer functional. If engaged at the time of the 
loss, it automatically shuts down.

FUEL SYSTEM
Essentially! the F-15E s fuel consumption has now increased to twice 
the
normal rate. The Fuel Gauge continues to reflect the current available 
fuel.

M61A1 GUN SYSTEM
The on-board 20mm cannon is no longer operational. The HUD displays
"XXX" in the ammo remaining position when the gun is selected after 
this loss.

ORDNANCE SYSTEM
All remaining A-A and A-G ordnance is no longer operational. The two 
armament screens reflect this loss. "DAMAGED" displays across the 
center of each display.

AN/APG-70 RADAR SYSTEM
Both the A-A and A-G radar systems are no longer operational. The two 
basic radar screens reflect this loss. "DAMAGED" displays across the 
center of each display.
1 02

HUD
The HUD is no longer operational. It, along with the HUD Repeater, 
appears blank after this loss. If the HUD Repeater is displayed at the 
point the loss is taken, the MPD/MPCD blanks out. If part of a Master 
Mode default, system designated or player selected, the MPD/MPCD 
appears blank when that mode is selected. The blank MPD/MPCD can be 
reset to any other available display.

MPD/MPCDS PILOTS COCKPIT
The three MPD/MPCDs in the pilot's cockpit are no longer operational. 
All three displays appear blank after this loss.

MPD/MPCDS WSO'S COCKPIT
The four MPD/MPCDs in the WSO's cockpit are no longer operational. All 
four displays appear blank after this loss.

ILS/NAV SYSTEMS
The ILS subsystem, Autopilot subsystem, and the TSD, ADI, and HSI 
displays are no longer operational after this loss . The displays are 
dropped from the available list of displays. If displayed at the point 
the loss is taken, the MPD/MPCD blanks out. If part of a Master Mode 
default, system designated or player selected, the MPD/MPCD appears 
blank when that mode is selected. The blank MPD/MPCD can be reset to 
any other available display.

LANTIRN NAVIGATION POD
In the event of this loss, the TF system, and the NAV FLIR are no 
longer operational. The NAV FLIR immediately disappears from the HUD 
and HUD Repeater display after this loss. The HUD Repeater display is 
still operational without the NAV FLIR background.

LANTIRN TARGETING POD
In the event of this loss, the Targeting FLIR is no longer operational 
along with the laser subsystem and laser-dependent weapons, i.e. GBU-
10 and GBU-12. AGM-65D Maverick, GBU-15, and SLAM can still be 
employed, but their FLIR data link is inoperable. If displayed at the 
point the loss is taken, the MPD/MPCD blanks out. If part of a Master 
Mode default, system
designated or player selected, the MPD/MPCD appears blank when that 
mode is selected. The blank MPD/MPCD can be reset to any other 
available display.

ECM SYSTEM
The TEWS and Jammer subsystem are no longer operational. Chaff and 
Flares remain fully operational. If the TEWS is displayed at the point 
the loss is taken, the MPD/MPCD blanks out. If part of a Master Mode 
default, system designated or player selected, the MPD/MPCD appears 
blank when that mode is selected. The blank MPD/MPCD can be reset to 
any other available display. The SAM & Al cockpit warning lights 
remain operational.

COCKPIT PRESSURIZATION SYSTEM
In the event of this loss. the player may no longer fly above 18,000 
feet
without suffering a blackout. If above 18,000 feet at the time of the 
loss, the
player will slowly blackout. If the pilot does blackout, all normal 
action continues.

AUTHENTIC MODE CHECK RIDE

Okay, you've presumably mastered the aircraft with features set to 
Standard Mode. Chances are you've shot down a fair amount of enemy 
interceptors and dropped bombs on your share of targets. Now it's time 
to really challenge yourself by setting your options to Authentic 
Mode. Are you ready?

YOUR FIRST MISSION
This Check Ride assumes that all Reality options have been set to 
Authentic Mode. It is designed to help you utilize these Authentic 
Mode features to the fullest. Again, to get the most from this Check 
Ride, have the Key Reference Card handy.

GENERATING THE CHECK RIDE MISSION
Before flying an Authentic Mode Check Ride, you first have to generate 
a mission. The theater and type of mission are unimportant! so choose 
the theater that most intrigues you.
Since mission assignments are handed out in the Briefing Room you must 
first go to the Home screen hangar area. Set-up a mission according

1 03 to the instructions contained in the Home Screen section of this 
manual. For purposes of this Check Ride, be sure to set all the 
simulation parameters to Authentic and ON.
After receiving your mission, exit the Briefing room into the Arming 
Screen. Select AIM-120 AMRAAMs and AIM-9M Sidewinder missiles. Because 
these missiles are essentially "fire and forget," they are easiest to 
use for your first time out. Since weapon effectiveness is now taken 
into account, equip your aircraft with the air-to-ground ordnance best 
suited to destroying the targets you have been assigned.
This Check Ride gives an overview of the more essential aspects of 
Authentic Mode features only. It is intended to get you up and flying. 
Learning the more difficult methods of bombing and different types of 
ordnance is covered in their respective sections.

BEGINNING A MISSION

You begin a mission either on the ground at a friendly air base or 
already in flight, fully fueled from a KC-10 Refueling tanker. If 
airborne, your aircraft is in level flight and ready to begin the 
mission.
If at an airbase, your aircraft begins already on the runway ready to 
takeoff. It isn't as simple as it sounds. The Authentic Mode flight 
model makes even taking off a challenge.
Take a deep breath and prepare yourself. When ready, fire up your 
engines by tapping Max Accelerate (shift= key). In Authentic Mode, you 
need every bit of thrust possible to get off the runway, especially if 
loaded with ordnance. You must use the Afterburner to takeoff. Press 
Afterburner(a Key) immediately after firing up your engines or you may 
not get off the ground before running out of airstrip.
Notice that the engine noise increases as you accelerate and begin to 
roll forward down the runway. Keep an eye on the airspeed indicator 
located on the HUD. The small rectangle on the left shows your 
airspeed as it increases. The rectangle of the right is your altimeter 
and remains at zero feet until you lift off the runway. You begin the 
simulation properly aligned on the runway centerline so there is no 
need to worry about rolling off the edges.
Don't be in a hurry to get airborne. Stretch out the takeoff roll as 
long as possible in order to build up excess speed. Under no 
circumstances
should you try and lift off the runway at less than 190 knots. Even 
though it is possible to do so, the margin for error is very close. 
Why risk becoming a runway fatality?
When you have reached sufficient airspeed for takeoff, gently pull 
back on your Controller Let the nose wheel lift off the runway. At 
this point you have probably used over two thirds of the runway. Let 
the airspeed continue to build and lift off the runway in the 
remaining third.
Gently pull back once again on the Controller. Align the Velocity 
Vector with the 10 degree line of the pitch ladder while climbing out. 
Your airspeed gradually builds while giving you a steady rate of climb 
without risking a "stall condition."
Now that you are airborne, there's no turning back. Notice the numbers 
inside your altitude rectangle increasing. Your airspeed is very low 
after lifting off, so don t perform any wild maneuvering or you risk 
"stalling" the aircraft. Maintain a 10 degree pitch attitude while you 
gain additional altitude and airspeed.

CLIMBING OUT
Once you are safely off the runway, raise your landing gear by tapping 
the Landing Gear(g key). The Landing Gear [G] cockpit light is now 
turned off. This lessens the effects of drag on your aircraft and 
results in a noticeable increase in airspeed.
In the lower left hand corner of the HUD, your current Mach number and 
g-force being produced by your maneuvers are displayed. You receive 
this information when your landing gear is raised.
In Difficulty Level 1, your Weapon Systems Officer automatically 
raises the gear for you after reaching an altitude of 100 feet.
Although you may climb to any altitude you desire before leveling off, 
for purposes of this Check Ride, climb to an even 4,000 feet. This 
gives you plenty of time to experience the aircraft in a climb 
profile. You have time during the climb out to enjoy some of the 
external views. The Side View (F6 Key) in particular, gives you a 
great view of your pitch attitude.

LEVEL FLIGHT
After climbing out to 4,000 feet, the next step is to assume a level 
flight profile. From your 10 degree angle of attack, gently push your 
Controller

1 04 forward. The nose of your aircraft drops accordingly. Add back 
pressure on the "stick" to stop the nose from dropping when the 
Velocity Vector is aligned with the solid horizon line.
Make fine-tuning adjustments until your altitude indicator is neither 
gaining nor losing altitude. You have reached level flight. Again, use 
one or more external view keys to get a picture of what the aircraft 
looks like in level flight.
Now that you have assumed level flight. you can safely shut off the 
afterburner by pressing Decelerate (- Key) once. Press Accelerate (= 
Key) to return to 100% (Full Military Power). You can check the RPM% 
on the Engine Management Display.

TURNING THE AIRCRAFT (BANKING)
Turning your aircraft is known as "Banking." Move the Controller 
either left or right gradually and watch as the aircraft begins to 
turn in that direction. Notice that the pitch ladder inclines toward 
the opposite direction as you turn. A closer inspection of the pitch 
ladder reveals that this is because the solid pitch horizon line has 
remained aligned with the horizon.
Release pressure on the Controller when the bank angle of the horizon 
is about 45ø. To turn faster, pull back on the stick somewhat, but 
watch your speed (on the left of the HUD) and altitude (on the right).  
A tight turn with back-pressure on the Controller turns you much more 
quickly, but can slow your aircraft. The sharper the turn. the more g-
forces are exerted by your aircraft.
The g-force indicator is located in the lower left corner of the HUD. 
It gives you the current amount of g's experienced by you and the 
aircraft. In Standard Mode you could ignore the adverse effects of g-
force, not anymore. Too many g's in Authentic Mode will put you to 
sleep. In combat, If you snooze, you lose.
Note that the longer you allow conditions causing the "redout" or 
"blackout" to continue, the longer you take to recover. In addition, 
the more you push the envelope, the sooner you will be affected.

FLYING ON COURSE
Now it's time to get onto the right course. Look at the horizontal 
scale across the top of your HUD. This is known as the Heading 
Indicator The number directly in the center of the scale corresponds 
to your current heading in degrees.
Underneath the Heading Indicator is an inverted -V symbol. This symbol 
is known as a caret and indicates the bearing of the active Sequence 
Point from your aircraft. By turning the aircraft, you can align the 
Sequence Point caret with the center of the heading indicator. When 
the symbol is centered, it indicates that you are on course toward 
your first Sequence Point.
Now that you are on course, put the aircraft in automatic pilot by 
pressing Automatic Pilot (p Key). I n Standard Mode the automatic 
pilot puts you on a direct heading toward the active Sequence Point. 
In Authentic Mode, the automatic pilot levels your aircraft at its 
current altitude. Instead of directing you toward a Sequence Point, it 
simply maintains your current heading. In other words, automatic pilot 
keeps you flying straight and level without regard for Sequence 
Points.

SIMULATION VIEWS
Take this time to find the various view commands on the Key Reference 
Card. You can observe the scenery and your aircraft by using the 
Simulation Views (F1-F10 Keys) available to you.
There are fields of vision out the front, rear, and sides of the 
aircraft plus a number of external views. You can even switch to the 
back seat and manipulate the views from that perspective.
One particularly important view is the Padlock View(F8 Key). This view 
allows you to visually search for targets without resorting to radar. 
Repeatedly pressing this key cycles through all eligible enemy targets 
in the area.

ENJOYING THE FLIGHT
In Standard Mode, once your aircraft was on course you could relax. In 
Authentic Mode, there is just too much pre-strike preparation that 
needs to take place before you can do much sightseeing. After all, 
this is no joyride. As a pilot, you will undoubtedly develop your own 
checklist of tasks to perform and when to perform them. But for now, 
these are some of our suggestions.

ECM JAMMER ACTIVATION
One of the first things to do is activate the Jamming System by 
pressing Activate Jammer (j Key). The Jammer only functions when a 
radar

1 guided missile has been fired at your aircraft. Note that there is a 
difference between being "activated" and actual functioning. The words 
"Jammer Activated" appear across the bottom of your TEWS display when 
it is functioning. While in the normal active mode, it does not affect 
your EMIS status.

SET CRUISING SPEED
It is not fuel efficient to tool around the countryside with your 
engines maxed out at 100% power. Press Decelerate (- Key) once or 
twice to reduce you r power setting to 80-90% (Cruising Speed). It 
saves fuel and gives you more time to improve your Situational 
Awareness. Press Look Down/LookUp (/ Key) to check your power setting 
on the Engine Management Display.

SET YOUR MASTER MODE
Another important task is to place your aircraft to the proper Master 
Mode. This depends on what type of threat or activity you are 
anticipating first. If the presence of enemy aircraft is likely, you 
want the Master Mode set to Air-to-Air. If, however, you are going to 
be attacking ground targets first, you obviously want the Master Mode 
set to Air-to-Ground.
The MPD/MPCD screens are initially defaulted to a set-up which should 
optimize the flow of information you need to complete the mission Feel 
free to change them at your leisure.

CONTACT THE AWACS
An AWACS aircraft is on standby to assist you during your mission. To 
receive the latest information on enemy interceptors along your route, 
press Picture (shft p Key). The AWACS responds with various reports of 
friendly and enemy aircraft in your vicinity. Because the AWACS is 
handling a number of aircraft in addition to yours, do not make 
repeated calls too quickly. This ties up the AWACS operators.

MAKE A QUICK SWEEP OF THE AREA
In any case, as you approach enemy territory it's a good idea to make 
a quick radar sweep of your own. Press Radar Activate (r Key). Keep 
the radar emitting for approximately 10-15 seconds, enough time to 
cover all 6 bars and azimuths. You also want to perform a 360 degree 
turn to clear your "six" of possible bandits.
Get a good look at the situation all the way out to the radar's 
maximum range (80 nm). Once you are satisfied nothing is out there, 
put the radar back into SNIFF mode. Fly another 40 nm (half the radar 
distance) and activate the radar once again. Repeat this action until 
it is clear that the enemy has spotted you.
Note that the EMIS light directly over MPD #1 illuminates while the 
radar is functioning. This indicates that your aircraft is emitting 
detectable energy in the form of radar waves. Although the F-15 is not 
intended to be a stealth aircraft there are techniques which make your 
aircraft difficult to detect. The main thing is to keep the use of 
radar down to a minimum.

CHECK THE TEWS
Continually check the TEWS display to see if enemy aircraft or ground 
installations are looking for you. Using the TEWS keeps you from 
having to use the radar frequently. Of course, once enemy icons begin 
appearing (especially diamond shaped aircraft icons), activate the 
radar immediately. There's no sense keeping it off, once they've found 
you.

ASSUMING A PROPER ALTITUDE
Your initial climb-out took you up to 4,000 feet. Now, it's time to 
start thinking about what is going to be the best altitude for 
penetrating enemy airspace. In Authentic Mode, it takes too long to 
gain altitude so you want to already be at your mission altitude 
before you get to the target.
The best way to avoid detection is to fly as low as you dare. Over 
water, flying low is a snap so try to maximize the use of large bodies 
of water. Over land, however, it's a bit more difficult. At low 
altitudes the range of your RBM radar is severely limited and 
designating targets becomes problematic. Deciding on the proper 
mission altitude is a trade-off between detection and accomplishing 
the task at hand. You have to make the call, that's why you're getting 
the big bucks.

DETECTION
Sooner or later you are bound to be detected. When that happens, 
consider if it would be more advantageous to be at a high altitude to 
maneuver against enemy interceptors or lower to evade possible SAMs. 
Once again, as pilot in command. It's your call.

1 06

USING THE TEWS
Again, the best defense against being surprised is your TEWS. The TEWS 
detects enemy radar emissions at a greater distance than your radar 
and gives you plenty of time to take appropriate counter-measures.
Your first indication that the enemy is out there should be the audio 
warning and Quadrant lights of the TEWS coming on. Now you know that 
they are looking for you. The Quadrant lights give you a rough idea of 
where the SAM radars and GCIs are located. Avoid them if possible. If 
it is not possible to steer clear of them, try and get as close to the 
deck as possible.
Despite your best efforts, enemy radars are likely to eventually begin 
tracking you. Enemy radars that are tracking your aircraft appear as 
icons on the TEWS display. Your TEWS Jammer then activates to suppress 
these radars before they can be used to launch a SAM.

DEALING WITH ENEMY AIRCRAFT
Enemy aircraft do not appear on the TEWS display until after they have 
"locked" onto you. Once this happens, the [Al] warning light (Airborne 
Interceptor) appears over MPD #2. Therefore, if you see a diamond 
shaped icon on the TEWS, you have a problem which needs immediate 
attention.

MISSILE SELECTION AND THE
TRIPLE LAYERED DEFENSE
Your F-15 is equipped with two different types of missiles: radar-
guided and heat-seeking missiles. Radar-guided missiles come in two 
types: medium-range AIM-120A AMRAAMs and AIM-7M Sparrows. Only one 
type of heat-seeking missile, the AIM-9M Sidewinder, is carried aboard 
the E-model Eagle. You are able to select which of these missiles are 
in priority by pressing either Short Range Missile (2 Key) or Medium 
Range
Missile (3 Key).
It is a good idea to place your medium-range missiles "in priority." 
(Placing a weapon "in priority" means selecting that weapon to be 
fired) Press Medium Range Missile (3 Key). With your radar-guided 
missiles at the ready you now have created a triple layered defense 
which is difficult for an enemy aircraft to penetrate.
Your first line of defense are your medium range "fire and forget" 
AIM120 missiles. Usually you can engage aircraft with AIM-120 AMRAAM 
missiles from medium range and shoot them down before they are able to 
return your fire. Because your AMRAAMs are "fire and forget", you can 
launch a salvo of missiles and direct each of them at a different 
target. By staying at arm's length, you are in no danger of being hit 
by the enemy's shorter ranged missiles.
The problem is that you will run out of missiles long before the enemy 
runs out of aircraft. Once you have fired your medium ranged AIM-120s, 
the enemy now has an opportunity to close and engage you. With your 
AMRAAMs gone, your next line of defense is the shorter-ranged 
heatseeking Sidewinder missile.
Once your last air-to-air missile is expended, the third and final 
line of defense is the 20mm Vulcan gun. In modern air combat, a gun is 
a weapon of last resort, so never fly with your guns in priority if 
you have missiles remaining.

AIR COMBAT (FLYING DEFENSIVELY)
In the previous section on air combat you learned in detail how to use 
your radar and missiles to destroy opposing interceptors. In this 
section the emphasis is on defensive tactics that help keep you from 
becoming just another statistic.
In Standard Mode, the TEWS gives you a more than adequate view of the 
tactical situation surrounding your aircraft. This view extends out 80 
nm in all directions which by coincidence is also the maximum of your 
radar. Therefore, keep your use radar down to a minimum. By using your 
radar sparingly, you cut down on the amount of detectable energy 
emanating from the aircraft (EMIS).
Use the excellent intelligence provided by the TEWS to avoid heavy 
concentrations of SAM batteries and radars. The TEWS also gives you 
visual clues as to which direction enemy aircraft are facing. By 
staying low with the radar in SNIFF mode, you should be able to sneak 
up on enemy aircraft before they can detect you.
In the event an enemy aircraft is able to close on you and launch a 
missile, you still have a number of options available to you. Try to 
turn

1 07 inside the missile and shake it off your tail. If maneuvers fail, 
begin dropping Chaff (c Key) and Flares (f Key). These counter-
measures (ECM) serve to decoy missiles away from your aircraft.
You cannot win an air combat by flying defensively, you can only 
achieve a tie. You must at some point in the fight be able to turn the 
tables on your attacker. Switch to Short-range missile (2 Key) or even 
Guns (1 Key) once the combat gets up close and personal. Keep your 
opponent in sight using Padlock View (F8 Key) and seek to take 
advantage of his mistakes. Two quick pointers: 1 ) never fly straight 
and level for more 10 seconds at a time and, 2) alternate your speed 
by applying afterburner and speed brakes.
Surface-to-Air missiles require an entirely different approach to 
defensive flying. Again, the best way to beat a SAM is to avoid its 
radar controller or GCI. SAMs are totally dependent upon radar 
guidance so if you can avoid being detected the SAMs will remain on 
their launchers.
If you are detected, fly low and fast. You might not outrun a SAM but 
you may be able to use the natural terrain as a shield. The mountains 
and valleys of central Korea are perfect for this. The flat desert 
terrain in Iraq presents more of a challenge.
Use your internal Jammer. The Jammer works to interfere with a radar's 
ability to track and lock-on your aircraft. Since SAMs need guidance 
from ground radar, your Jammer suppresses the enemy's ability to 
launch missiles.
The TEWS gives you the ability to spot incoming missiles. Use the TEWS 
in conjunction with the maneuvers described in Chapter 3 to out wit 
any missiles that manage to get launched in spite of your jamming. Not 
all missiles are alike, however. Pay attention to the type of missile 
coming your way. SA-2 "Guideline" missiles are easily outmaneuvered 
whereas SA-5s are a different story.

ATTACKING GROUND TARGETS

Having eliminated any interceptors looking to stop you, the way has 
now been cleared to perform your assigned mission; ground attack. Air-
to-Ground combat is best conducted from the back seat of the aircraft. 
You have four MPD/MPCDs at your disposal and in view at all times.
,Switch your view to the WSO's perspective in the back seat using the 
Front/Back Seat (' Key). Set the MPD/MPCDs to the proper display 
views. Your displays should be set to accommodate the target 
acquisition and delivery method best suited for the ordnance you're 
carrying.  Note that the MPD/MPCD default set-up for Air-to-Ground 
Mode is able to handle all delivery methods.
There are several different ways to designate targets; RBM/HRM, 
Targeting FLIR, HUD Target designator and HUD Pipper designator. Some 
ordnance requires that a certain type designator be used. For the most 
part, however, the method of target designation is up to you.
If using the RBM and HRM to designate targets remember to utilize an 
indirect approach to the target. The RBM blind zones prevent you from 
heading directly at a target when trying to generate HRMs. 
Additionally, because of the mechanics of RBM squint angles, you are 
able to generate HRMs faster if looking at the target from the side.
To get around the limitations of your RBM/HRM designation system, try 
the following Ingress technique. Approach your target head-on at full 
afterburner until you reach a distance of about 40 nautical miles. At 
40 nm, call a break turn and fly with the target at an angle of about 
30 degrees.
Slow down now and use the RBM to begin generating HRMs. At a range of 
20 nm, scale your HRMs down to 1.3 nm. When you are satisfied with the 
clarity of your HRMs, turn into the target again. Go to full 
afterburner and assume a direct approach toward the ASL appearing on 
the HUD. Depending on the delivery method and ordnance carried, 
maintain this direct approach until release.
Previous sections explain in detail how to designate targets, that 
information will not be repeated here. Suffice to say that once a 
target has been designated, there are three primary delivery methods; 
Guided, AUTO Mode, and CDIP Mode. Laser-designated delivery is 
actually a sub-set of AUTO and CDIP. Each of these methods best serves 
a particular family of ordnance as follows;
Guided Delivery Mode: Guided delivery is used in conjunction with 
self-guiding weapons such as the AGM-65 Maverick, Harpoon, SLAM, and 
GBU-15. Once a target is designated and brought within the weapon's 
constraints, all that is required is to fire the weapon. The weapon 
guides itself to the target without further help from you.

Since these weapons are "fire and forget," launch them and move out 
smartly. Don't hang around to watch. It's not necessary and it exposes 
your aircraft to enemy fire for no reason. If you just want to see the 
explosion, switch to a rear view and watch while you're on your way 
home.
AUTO Mode: AUTO delivery mode is best used when carrying freefall 
bombs such as MK. 82s, Mk. 84s, Durandals, etc. These unpowered, 
unguided munitions are referred to as "dumb" bombs. Aptly named, these 
weapons simply fall off your aircraft when released and hit the ground 
according to the laws of gravity.
AUTO mode facilitates dropping "dumb" bombs by displaying a Azimuth 
Steering Line (ASL) extending from the designated target. Line up your 
aircraft's heading with the ASL. A horizontal release cue bar 
gradually drops down the ASL toward the target reticle. When the Time 
to Release (TREL) reads under 10 seconds hold down the 
PickleButton(spacebar). The ordnance is automatically released at the 
proper moment.
The drawback to AUTO mode is that once your aircraft is lined up with 
the ASL, you're required to maintain that heading until the bombs are 
released. Flying straight and level over a heavily defended target 
could prove hazardous.
CDIP Mode: This delivery mode is used with the same ordnance as is 
used with AUTO Mode. It is a manual delivery system that leaves 
decisions up to the Pilot's discretion. All that is required is that 
the intended target by located within the target reticle when the 
ordnance is released.
Pop-Up Bombing is uniquely suited to CDIP mode. Begin your approach at 
a low altitude. At 6 nm begin a sharp inverted climb keeping a eye on 
the target using your Padlock view. Convert the climb into a shallow 
dive when nearing the target. Line of the target reticle, release your 
ordnance and exit the area quickly.
CDIP has both good and bad features. On the positive side, you are not 
required to designate targets before attacking them. CDIP allows you
to drop bombs on targets of opportunity as you spot them . It is a 
completely passive delivery method which is undetectable. On the 
negative side, it is the least accurate of all delivery methods. 
Because it does not use guidance systems, accuracy depends entirely on 
the Pilot. It requires practice to get good at using this method.
Laser Delivery Mode: Laser delivery is used in conjunction with GBU-10 
and GBU-12 bombs. It is particularly useful at night when other 
optical systems are less effective. The Laser designator is generated 
by the Targeting FLIR which gives you launch cues when the target is 
within range.
Because the GBUs are not powered, the range of this delivery method is 
limited to the glide distance of the bombs. Laser delivery also 
requires that you continue to designate the target right up until 
impact. This is somewhat more risky than Guided mode. You are required 
to fly right into the teeth of enemy fire and stay there until the 
bombs hit.

RETURNING HOME AFTER THE MISSION

After one or both targets are attacked, it's time to come home. 
Chances are that your mission has attracted a good deal of attention. 
Don't fall victim to the Get Home Syndrome. That is, concentrating on 
getting home in a hurry while neglecting to keep tabs on the enemy. 
Failing to notice enemy interceptors lining up on your tail may keep 
you from getting home at all.
Take a minute to judge the total situation. Don't waste time mixing it 
up with every enemy fighter you happen to see. Pick out only the enemy 
aircraft that have a possibility of catching you. Concentrate on 
destroying them with your remaining air-to-air ordnance while 
maintaining a general heading toward home.
Another important consideration is your fuel status. Be sure to check 
the amount of fuel you have remaining on the EMD. The straight shot 
home might not always be the safest. If fuel allows, deviate your 
course to avoid heavy concentrations of enemy ground forces.
To return home, simply toggle the Next Sequence Point + (s Key) until 
you see "home airbase" or "tanker track" appear above your HUD. Note 
that the Sequence Point caret has changed to a new position underneath 
your heading indicator. This shows you the straight line heading you 
need to fly in order to return to your base.
You may now engage the Automatic Pilot by pressing Automatic Pilot (p 
Key). The [A] Cockpit light illuminates to indicate that the Automatic 
Pilot is engaged. The automatic pilot will keep the aircraft on a 
steady heading, requiring only minor course adjustments until you 
reach your destination.

1 09

LANDING

Except for Difficulty Level 1 flight. the automatic pilot is unable to 
land the aircraft for you in Authentic Mode. You are on your own. The 
key is to begin early. Once the airbase is in sight, it is probably 
too late to start thinking about landing. You never have enough hands 
to perform all the last minute tasks needed to land an aircraft, so 
start preparing while you are still many miles away.
All ground runways are oriented North-South (360 degrees-180 degrees). 
Because airbase traffic patterns are one-way (just like traffic on the 
ground) your approach should always be from the south. In other words, 
takeoff and landings should always be performed south to north on a 
heading of 360 degrees.
Although you may land the aircraft "against traffic," courteous pilots 
will take the time to do it right. Always watch out for other aircraft 
in the traffic pattern. You may not hit them, but you'll sure scare 
the heck out of the other pilots.
Landing an aircraft is simply being able to manipulate airspeed and 
altitude in order to reach zero/zero; ending up on the runway at 0 
knots and 0 altitude. When performing manual landings, you will have 
to judge these things for yourself.
Step one is to line up properly with the runway while you are still at 
least 15 nautical miles away. Begin your approach around 1,000 feet; 
this gives you some usable altitude in case of an emergency while on 
"final."
Maintain a straight and level approach to the runway while slowly 
reducing your engine power setting to 50%. Keep an eye on your 
altitude while your airspeed bleeds off. You want to begin a gradual 
descent. At
no time do you want to dive at the runway. The nose of the aircraft 
should always remain slightly pitched up. This nose-high attitude the 
aircraft assumes when landing is called a "flare."
Remember, the idea is to glide in and not fly into the runway. You 
should be continually losing altitude throughout your approach without 
having to dip the nose of the aircraft. If you find yourself losing 
altitude too rapidly, increase your power by 10%. If you are 
descending too slowly, you are probably traveling too fast. Extend 
your Brake (b Key) or decrease your power setting. The closer you come 
to the runway, the slower you want to be moving.
As you cross over the threshold (the painted area at the end of the 
runway), aim for an altitude of less than 200 feet and an airspeed of 
145165 knots . If your aircraft begins to stall, bump up your airspeed 
so that you are flying just above a stall. "Flare" the aircraft (pitch 
the nose up) so that the first thing to touch the ground are the rear 
wheels.

1 1 0

Try to touch down in the first half of the runway so that you'll have 
room for a roll-out. When your wheels touch the runway, cut your 
throttle and make sure your Brake is engaged. Check for the [B] 
Instrument light in the Cockpit and press Brake (b Key) if it is not 
engaged. Once you have come to a full stop, the Control Tower calls to 
indicate you have made a safe landing. Remember the old saying; Any 
landing you can walk away from is a good landing.
INSTRUMENT IANDING SYSTEM (ILS)

The F-15E is equipped with an Instrument Landing System (ILS) that is 
tied directly into the Navigation mode HUD. This system is designed to 
assist you in lining up with a runway and determining the proper glide 
slope for landing.
Each friendly airbase is equipped with an ILS beacon which projects an 
electronic beam away from the runway. The beam is exactly aligned with 
the runway's heading so that an aircraft riding the beam is properly 
lined up to land. The beam is elevated off the ground so that it also 
assists in setting a glide slope.

USING THE ILS
The ILS is only activated under certain circumstances. First, the 
radar must in NAV Master Mode. Your landing gear must be extended and 
your aircraft must be within 20 nautical miles from a friendly 
airbase. The primary means of viewing the ILS is through the pilot's 
HUD. However, the ILS may also be used in conjunction with the ADI and 
HSI displays if necessary.
The ILS consists of a Bank Steering Bar and Glide Slope Indicator. 
These two bars (vertical and horizontal lines) move left and right, up 
and down according to your current position on approach. When you are 
properly lined up on the glide path, these two bars meet to form 
cross-hairs centered on your HUD.

BANK STEERING BAR (VERTICAL BAR)
The Bank Steering Bar is a visual cue that indicates your aircraft's 
position in relation to the runway. If the bar is located left of 
center in the HUD, your aircraft's course is right of the runway. If 
the bar is located right of center in the HUD, your aircraft's course 
is left of the runway.
To get on course, alter your aircraft's heading in the direction of 
the bar. As you turn, the bar begins to center itself on the HUD. Make 
minor course corrections to keep the vertical bar centered. As long as 
the bar is centered, you are on the proper course for landing.

GLIDE SLOPE INDICATOR (HORIZONTAL BAR)
The Glide Slope Indicator is a visual cue that indicates your 
aircraft's proper altitude in relation to its distance from the 
runway. Naturally, the closer you get to the runway, the lower your 
aircraft should be. The altitude and distance relationship sets up a 
safe glide angle.
If the horizontal bar is above center on the HUD, your aircraft is too 
low. Conversely, if the bar is below center, your aircraft is too 
high. In order to stay on the glide slope, you must gain or lose 
altitude accordingly. Having reached the proper altitude, keep the bar 
centered to remain within the glide slope.
A good rule of thumb is the nearer you are to the runway, the lower 
the glide slope. If you find yourself too low in the glide slope, you 
have the option of maintaining your current altitude. As you get 
nearer the runway, the glide slope indicator begins dropping until you 
are once again properly aligned.
Note that you should perform ILS assisted landings in conjunction with 
the symbology displayed on the HSI. Rather than repeat that 
information here, refer back to the MPD/MPCD section HSI listing for 
details.

CONGRATULATIONS! YOU'VE SUCCESSFULLY COMPLETED
YOUR AUTHENTIC MODE CHECK( RIDE. NO DOUBT YOUR
"WIZZO" IS ALSO GLAD YOU MADE IT BACK.
1. FUNDAMENTALS OF FLIGHT

THE FOUR FORCES

There are four basic forces which affect each and every object which 
moves through the air. Lift, Thrust, Drag, and Gravity. The same 
forces which act upon a football to determine how far it is thrown 
also affect huge airliners with hundreds of people aboard. Controlled 
flight is the art of managing these four forces in order to travel 
through the air and reach a desired destination.
Lift is perhaps the least understood of all the forces which affect 
aircraft. Lift is the difference in air pressure, above and below an 
object, caused by air rushing past it. As air strikes the leading 
surface of an object, the even flow of air is deflected over. under, 
and around the object. These deflected air streams change speed as 
they are forced past the object.
In the case of an airplane, air moving over top of a wing surface 
moves at a greater speed than the air moving below. Since slow moving 
air has a higher air pressure, it causes the wing surface to rise. As 
the speed of the air moving over top of the wing surface increases, 
the difference in pressure above and below the wing becomes greater. 
The greater the difference in pressure becomes, the more Lift is 
ultimately generated.
This same principle works on any object, not just wing surfaces. To 
test the theory. one only has ride in an automobile with a hand 
extended into the wind. (Remember to exercise caution when performing 
this experiment) The air striking your hand from underneath will force 
it upwards because of the difference in air pressures.

Thrust is the aerodynamic force which propels an object through the 
air. The principle is the same whether the wing is pulled through air 
by a propeller or pushed from behind by a jet engine. The purpose of 
Thrust is to force air across the wing surface in order to create 
Lift. Obviously the faster an object moves through the air, the more 
air is forced past the wing.

THE FOUR FORCES

Lift

Draa
ANGLE OF Attack

LOW SPEED HIGH ANGLE OF ATTACK

To explain the principle behind Thrust we can refer back to our 
automobile experiment. By depressing the car's accelerator pedal, the 
driver adds power to the engine (Thrust) which in turn converts this 
additional energy into speed. As the automobile increases speed, more 
wind is forced past your hand causing it to rise. Notice that slowing 
the car down has an opposite effect.
Drag is another force which is ofen misunderstood. To grasp the 
concept, it is first necessary to separate Drag from the idea of 
weight. Aerodynamic drag is anything which impedes the movement of an 
object through the air.
While weight is a counter-balance to Lift, Drag is in direct 
opposition to Thrust. The more Drag created by a moving object, the 
greater amount of thrust is needed to overcome it. Returning yet again 
to the automobile experiment, Drag is the difference between keeping 
your hand horizontal, pointing in the direction of travel and raising 
a palm into the wind. Your palm creates more drag than your fingers 
slicing through the air like a knife.
The last of the four forces and the only one we cannot control to some 
extent. is Gravity. Gravity is the force behind the saying, "Whatever 
goes

1 1 4 up, must come down." It must constantly be overcome by Lift in 
order for anything to remain airborne for long. If the force of 
Gravity becomes greater than the Lift being exerted, the object wing 
will be drawn toward the ground, eventually ending the flight.

ANGLE OF ATTACK (AOA)

The amount of lift generated by a particular surface is a function of 
its "angle of attack." Basically, AOA is the difference between the 
aircraft's flight path and the "chord line" of the wing. In level 
flight, the "chord line" of the wing is facing directly into the 
airflow. When climbing, the "chord line" of the wing is pitched upward 
relative to the airflow. With its nose and wing pitched up, the 
aircraft is said to have increased its angle of attack. The reverse is 
true when diving.

STALLING THE AIRCRAFT

It is a common misconception among the non-flying public that 
"stalling"
an aircraft means trouble with the engines. If this were true. gliders 
(which
have no engines) would be in a permanent stall. That simply isn't the 
case.

G-FORCES WHEN BANKING

LEVEL FLIGHT 1G
Stalling an aircraft refers to a condition which occurs when a wing 
fails to produce the amount of lift needed to maintain flight.  In 
other words, a stall is the lack of an adequate airflow passing under 
the wings to overcome the force of gravity.
It is important to note that speed, pitch attitude, and bank 
inclination are all factors in determining whether a plane is about to 
stall. An aircraft in level flight may stall if it attempts too sharp 
a turn without increasing its speed. This is due to insufficient lift 
being generated by the wing in direct opposition to gravity's effect 
on the aircraft.
The effects of a stall are different depending on the aircraft. Some 
aircraft simply assume a mild nose-down attitude until returning to 
level flight. Other aircraft may enter a sudden and potentially 
dangerous spin. On low level missions a pilot may not have time to 
recover before striking the ground. This is especially true if one 
wing stalls before the other.

1 1 5
11. AIR TO AIR COMBAT (DOGFIGHTING)

During the normal course of a mission, an F-15E should not be used as 
an interceptor. That type of mission should be left to the Eagle-
Charlies. That's what they are there for. However, there may come a 
time that you are engaged in air combat at a time and place not of 
your choosing.
If your aircraft is engaged while returning from a mission the enemy 
will quickly discover that without ordnance the F-15E retains all of 
its exceptional dogfighting ability. But if you are "bounced" while 
in-bound to the target area, a fully loaded F-15 will be fighting at a 
disadvantage.
The worst time to become engaged is always on the approach to a 
target. Your back-seater will have his head "inside the cockpit", 
preoccupied with delivering ordnance. While it is not impossible to 
dogfight while loaded with ordnance, it is exceedingly difficult. 
Certain maneuvers are out of your flight envelope.
In most instances, an aircraft will jettison ordnance if attacked. 
This automatically aborts the mission since you may as well return to 
base. If however, you decide to retain your ordnance, you must assume 
an offensive posture early in the fight.
The following section is offered as a brief familiarization with air 
combat. It includes how to perform maneuvers that have been common to 
dogfighting since 1915. Performed correctly they will help you in 
gaining the advantage over attacking aircraft or aid you in escaping 
from unfavor
able situations.

HOW TO FIGHT

Assuming you have read the preceding chapter on how to fly an F-15E, 
you are now ready to take on the opposition. Its a cruel world out 
there and there are no points for second place.  This section is 
dedicated to giving you some tactical experience before you go head-
to-head with your first MiG-29.
Aerial combat tests all your flying skills during periods of extreme 
stress. Engaging an enemy aircraft requires split-second timing. 
Reactions in combat must be instinctive since there is little time for 
decision making travelling at Mach 1.

The first thing every pilot should learn in order to become a top-
notch fighter-jock, is Energy Management. The principle behind energy 
management is being able to fly the aircraft while maximizing the 
benefits derived from the four forces discussed earlier. Used 
properly, the "Big Four" can give you distinct advantages in combat. 
Ignoring them only leads to trouble.
Think of your F-15's flight envelope as being egg shaped. In the 
horizontal plane, it will fly a perfect circle if constant g-force and 
speed are maintained. In the vertical plane, however, the circle will 
be distorted by gravity. At the top of the circle, the fighter will be 
traveling slow and turning tightly. Near the bottom the aircraft will 
have picked up speed during its descent and have a much longer and 
flatter arc.
To begin with, a pilot that is caught flying low and slow is a poor 
manager. Granted, sometimes a pilot is forced into this predicament by 
circumstances beyond his control. A pilot found in such a situation 
has few options if "bounced" by enemy fighters. He cannot accelerate 
fast enough to escape nor can he trade altitude for speed. Low and 
slow is a deadly combination. Remember, speed equals life.
An aircraft does not carry enough fuel to allow a pilot to fly in full 
afterburner throughout an entire mission. Afterburners are fine at 
high altitudes where the air is less dense and offers less resistance 
(Drag). But the heavier air at low altitudes causes an afterburner to 
use too much fuel for practical use.
Remember also, that the IR signature of an aircraft's jet-engine is 
like a beacon to heat-seeking missiles. The more throttle you apply, 
the better I R target you become. So, pilots must learn to make the 
most of the speed that is available to them.
The primary means of gathering speed without boosting the throttles is 
to point the nose of the aircraft down. Even shallow dives of short 
duration enable an aircraft to build-up considerable momentum. 
Converting this momentum into speed is a tactic which can only be used 
for so long. Sooner or later the aircraft must either pull out of the 
dive or strike the ground.
One sure way to lose all the energy you've built up in the dive is to 
pull up too abruptly. To transition from a dive. gently pull back on 
the stick until your wings are horizontal to the ground. Your energy 
and airspeed will then bleed off gradually. This way you are making 
the most of your dive momentum. Diving is like energy stored in a 
battery. A battery releases its energy gradually and only as needed. 
It continues to provide energy until it runs out of juice.
Another way of losing speed unnecessarily is by making high-g turns 
when less sharp turns would work equally well. Even aircraft as 
aerodynamically maneuverable as the F-15 have trouble sustaining high-
g turns for long. Try it once and watch how rapidly your speed drops 
off. Once you load-up your wings in a sustained turn, all your lift is 
being directed horizontal. The aircraft runs the risk of stalling 
since nothing is being used to oppose gravitational forces.
Of course, the most obvious way to lose energy and air speed is by 
climbing. Increasing your altitude is like putting money in the bank 
for future use. The more altitude an aircraft possesses, the more 
potential energy will be available once in combat. The problem is that 
the higher you go, the more visible you become. As the pilot, you must 
be judge whether flying at a higher altitude is worth the added risk.

1 1 7

Energy management is a necessary part of everyday flying but is 
absolutely essential once in combat. Not only do you need to remain 
aware of your own aircraft's energy status, it is always a good idea 
to pay attention to what the other guy is doing with his aircraft. 
Watching the other guy is part of another major element involved in 
air combat. Situational Awareness.
Situational Awareness (or SA, in fighter-speak) is the concept of 
taking in the whole picture. New pilots become so focused on their own 
aircraft that they lose track of what is going on around them. In a 
effort to shoot down an opponent, a pilot may forget to look out for 
the enemy's wingman until it is too late. Bearing in for the easy 
kill, the novice often finds another "bandit" tucked neatly in his i 
six "
Two-seat aircraft, like the F-15, have the advantage of a second pair 
of eyes when it comes to SA. The "GIB" (Guy In Back) is usually 
detailed to take some of the work load off the pilot. In return for 
the free ride, the Wizzo must be able to spot enemy aircraft the pilot 
may have missed.
Although air combat is a three dimensional affair, inexperienced 
pilots tend to fight in only two. Pilots must learn to fight in the 
vertical as well as horizontal plane. As part of a pilot's situational 
awareness, he must be able to judge the distance relationships between 
his aircraft and the enemy's. Adding a third dimension to combat 
sometimes distorts this spatial perception.
Despite some truly remarkable advances in technology, the basics of 
air combat have not changed since the Wright brothers. Missiles and 
jet engines have quickened the pace of combat considerably but a 
dogfight is still a dogfight. The human element has remained the one 
constant in an ever changing world and air combat continues to be a 
man against man proposition. The better man almost always wins, even 
when flying an inferior aircraft.
In fact, modern gadgetry often hinders rather than assists a pilot in 
completing his mission. The noise generated by all these systems is 
deafening and a distraction. Imagine having to concentrate on SAM 
warnings, missile-ready growls and your back-seater talking all at the 
same time. Add to that vector commands and real time intelligence 
coming over your headset from an AWACS. The pilot rapidly experiences 
an information overload and no longer hears anything being said.
Many pilots in the Vietnam era went through a personal check list 
whereby they began turning off various systems as soon as they left 
the ground. The advanced systems in contemporary fighters are nice to 
have but in the final analysis only a pilot's skill and instinct will 
bring him home.
The most important quality for fighter pilots to possess is the 
selfconfidance of being number one. Fighter pilots by nature are 
aggressive "go-getters" not afraid to use their God-given initiative. 
One thing they are not, however is reckless or foolhardy. Even though 
fighter-pilots tend to push themselves to the limit, they are also 
professionals trained to instinctively calculate the risks they take.

"Only the spirit of attack born ill a brave heart, will overcome the 
odds.
--Adolf Galland, WlI Luftwaffe Ace

_ THE FIVE PHASES OF AIR COMBAT _

Despite how aerial combat looks in the movies there are five distinct 
phases of every engagement. Only after the aircraft become locked in a 
"furball" does the battle take on these familiar "Hollywood" 
characteristics. Dogfighting is just one phase of aerial combat. The 
losing pilot has usually already been defeated before it reaches this 
phase. He just doesn't know it yet.

1. DETECTION

You can't shoot what you don't see. Detection is perhaps the most 
critical of all the preliminary phases of combat. The fast paced 
nature of modern combat allows little time for decision making. 
Therefore, getting even a few seconds jump on your opponent can mean a 
great deal. Early detection of an enemy allows you to begin your 
maneuvering, and possibly catch him unaware. Even if you are detected, 
you have already gained the initiative.
Modern aircraft possess powerful radars which can detect aircraft at 
ranges exceeding 100 miles. Still, even at cruising speed, an enemy 
aircraft could cover that ground in a very short time. Early detection 
adds to your situational awareness and gives you the ability to keep 
the enemy at arm's length.

1 1 8

Once you have detected an enemy, either visually or on radar, keep him 
in sight. There's old fighter-pilot saying that goes, "Lose sight- 
lose fight " If you lose sight of the enemy, you must start the 
detection process all over again. It may be too late. The enemy will 
have already started his pre-engagement maneuvering by the time you 
spot him again.
The simple fact of air combat from World War I to the present day, is 
that most pilots are shot down before they ever detect the enemy. 
Surprise is a key element of every engagement and usually deters the 
outcome of the battle. Stay alert.
In fighter slang, being "padlocked" means that you have visually 
spotted an enemy and are afraid to take your eyes off him. Aircraft 
are so small and travel so fast that if you look away for a moment, 
you might not spot him again.
To deal with this problem, aircraft controls and displays have been 
configured to limit the number of times a pilot must avert his eyes 
from a target. The Head-Up Display (HUD) superimposes visual flight 
cues directly in line with the pilot's field of vision. This keeps him 
from having to continually refocus his attention inside the cockpit to 
check his status.
In addition to the HUD, the "stick" has been redesigned to give the 
pilot fingertip control over the aircraft. The "Hands-On Throttle and 
Stick" or HOTAS design allows the pilot to perform common flight 
functions without having to take his hands off his principal means of 
controlling the aircraft.

2. CLOSURE

The second phase of air combat is known as Closure. During this phase, 
you are faced with a number of very basic decisions. After making a 
detection, you must first determine if the contact is hostile and 
then,
whether it constitutes a threat to your mission.
This phase usually opens with one or both sides launching radarguided 
missiles at targets detected at long range. The longer distances make 
radar-guided missiles more effective since it is easier to keep a 
target within the radar envelope. Depending on the effectiveness of 
the electronic counter-measures, radar-guided missiles will continue 
to track targets they are "locked onto " Survivors of this initial 
exchange proceed to the closure phase of battle.
Once you decide to engage the contact, you are committed. The 
objective in this phase of combat is to bridge the distance between 
yourself and your intended target. You must quickly figure out how to 
approach the target so as to arrive in a superior firing position. The 
most advantageous firing position is directly behind your target, 
known as being in his "six o'clock."
From this position the enemy pilot will have a difficult time shaking 
you off his tail. Not only can you follow him through his maneuvers 
but he will be unable to bring his weapons to bear on your aircraft. 
You must pay careful attention to your relative speeds. If you make a 
mistake and overshoot, the roles will be reversed. The enemy will now 
be in your "six' and fixing to give you problems.
If the detection is made by radar you probably have already tipped 
your hand. The opposing pilot's RWR is likely to be activated by your 
radar sweep. However, just because the enemy is alert to your presence 
does not mean that he knows your exact bearing. If closure is 
performed properly, you may be able to arrive at a firing solution 
before he can locate you. To some extent, your maneuvering during 
closure will depend on what type of ordnance you are carrying.
Closure does not mean to imply being "close" to the enemy. Sometimes 
the closure phase ends when the aircraft are still many tens of miles 
apart. The missile age has pushed back the engagement envelope to 
beyond visual detection ranges. In a modern context, the closure phase 
ends when you are able to bring a weapon system to bear. Remember, 
that the enemy pilot will also be maneuvering to achieve the same 
thing and speed is essential to cut down on his reaction time.
As you and the enemy close, your aircraft will either have the 
advantage, be disadvantaged, or be neutral in relation to the opposing 
aircraft. Which of the three positions you find yourself in determines 
your action in the next phase of combat.

"A MiG at 'six' is better than no Mig at all."

3. ATTACK
The Attack portion of air combat is considered by many pilots to be 
merely the execution segment of the previous phase.

1 19

At the conclusion of the Closure phase, it should be easy to obtain a 
"kill" if you have reached an advantaged position. All that is left to 
do is select the proper ordnance, push the button, and avoid the 
debris.
Things are slightly different if you are in a disadvantaged position. 
It is imperative that you evade your opponent at the earliest 
opportunity and regain the superior position. As a minimum you should 
attempt to spoil your opponent's firing solution by performing one or 
more maneuvers discussed in the following segment.
If neither you or your opponent has achieved a superior position, the 
battle is momentarily a draw (neutral).  Under these circumstances, 
the first pilot to make a mistake, loses the battle. There are few 
second chances in air combat, so don't be the one to make the first 
mistake.

4. MANEUVER

If a mistake is to be made, it is usually made here. The first pilot 
to pick a wrong maneuver or perform one incorrectly has given his 
opponent an edge. This phase of air combat is characterized by the 
twisting and turning battle often depicted in the movies. It is where 
pilots go head to head, performing Basic Fighter Maneuvers (BFM) in a 
effort to get a clear missile or gun shot.
This section is devoted to familiarizing the new pilot with Basic 
Fighter Maneuvers. In order to survive in combat, you must learn how 
to perform them correctly and be able to recognize them when an 
opponent tries them on you.
Your objective in this phase of combat is to position your aircraft in 
the opponent's "six o'clock" position. Once in his "six", your 
objective becomes staying in there until you have shot him down. 
Easier said, then done. Your opponent is trying his best to shake you 
off his tail and
disengage. Given the opportunity, you can bet he'd love to get in a 
quick burst of gunfire of his own.
The g-forces involved in conducting BFM at a high rate of speed is a 
task multiplier. Flying at a constant rate of speed in level flight a 
pilot experiences only the normal effects of gravity or 1 9 But as a 
pilot enters a hard turn, he begins to be forced down into his seat as 
the effects of gravity become more pronounced. Simple things become 
difficult as your body assumes many times its own weight. Even moving 
his hands around the stick becomes tiring.
If a pilot continues to pull back on the stick, his turn becomes 
sharper but g-forces increase proportionately. The blood in his body 
starts pooling in his feet under the additional gravity. Unless he 
unloads the stick, the pilot may experience a g-induced blackout.
Bear this in mind as you blissfully perform all these wonderful 
maneuvers. Keep an eye on the HUD and make note of the g-forces you 
are imposing on yourself and the aircraft. While your F-15 can take 
nineg's no sweat, to a human body it is quite a painful experience.

BREAK TURN
A Break turn is merely an abrupt change of direction made in response 
to an opponent's attack. It is usually made toward the enemy aircraft 
in an effort to spoil his aim or firing solution.
A Break is made at the maximum turn rate with wings inclined at 90 
degrees. It is a high-g maneuver which if sustained leads to a rapid 
loss of airspeed. This may cause your opponent to overshoot, so be 
prepared to take advantage of his mistake.
Even if your opponent is able to stay on your tail, his "angle-off'' 
perspective makes you a difficult target. If nothing else, a Break 
turn gives you time to recover from your initial surprise and start 
your own maneuvering. You cannot win air combat by remaining on the 
defensive. Use the Break turn to begin your offensive strategy.

EARLY TURN
If the closure battle for position has resulted in a stalemate, your 
opponent may decide to barrel straight in to bring on an engagement. 
The early turn maneuver is used to counter this head to head 
confrontation. As depicted in the diagram. it is a transitional 
maneuver used to get behind your opponent from a head-on aspect.
The trick to performing the early turn is to anticipate your 
opponent's future position in relation to your own. Inexperienced 
opponents usually fail to react to this maneuver in a timely fashion. 
They are soon caught in a turning battle they can't win.

1 20

BREAK TURN

LAG ROLL
Another maneuver designed to cause an opponent to overshoot is the Lag 
Roll. The object of the maneuver is to quickly reduce your speed by 
increasing your aircraft's Drag.
Simply push the stick all the way over, left or right. Hold the stick 
in the direction of the roll while being careful to maintain the 
proper heading. If performed correctly, your opponent will be forced 
out in front of you. In this position, he's just dead meat. Add him to 
your collection.

SCISSORS
A Scissors maneuver is actually a series of turn and counter-turns in 
which the opposing aircraft are each attempting to get behind the 
other. This naturally causes both pilots to fly as slow as they dare 
in order to tighten their turns. Whichever pilot forces the other to 
take the lead in this type of battle comes out the winner Speed brakes 
and flaps help to slow you down but caution must be used to prevent an 
accidental stall.
If both pilots are equally experienced, the scissors maneuver usually 
ends in a draw. As airspeed continues to drop, the hard turning 
involved may easily lead to a stall situation. Before that happens, 
disengage from the scissors and reposition yourself.

Disengaging from a scissors battle takes careful timing. Wait until 
you are pointing away from your opponent in an outward turn, roll 
inverted and dive away to increase the separation distance. Your 
opponent's airspeed will be low as well, giving you time to escape.
SPLIT-5 TURN


               SPLIT S	An Immelmann is best performed when begun 
from level flight or a
The Split-S is a reversal maneuver combining a half-roll and dive to
	slight nose-down attitude. Simply pull back on the stick, 
applying pressure
increase speed. It is a quick way of changing your direction 180 
degrees	until you reach the vertical plane. As your air speed 
continues to drop off,
and is usually begun from level flight or slight climb.	you must 
judge for yourself when to complete the maneuver before stalling.
  To perform a Split-S, simply roll inverted. Once inverted, pull 
sharply	The Immelmann is completed by pulling through the maneuver 
back
back on the stick to enter a dive. This maneuver causes you to lose 
consider-	into level but inverted flight. Once in level flight, a 
simple half-roll returns
able altitude so make sure you have room before attempting a Split-S
	you to a normal flight profile.
  As you enter the dive, punch the throttle and go to afterburner if 
your
airspeed is under 350 knots. You are now travelling 180 degrees from 
your	LOOP
original heading with a reservoir of stored energy. Use this energy to
	By now you undoubtedly have noticed that a Loop is nothing more 
than
disengage or reposition yourself for a missile shot	combining a 
Split-S with an Immelmann, or vice versa. Loops are per-
	formed to avoid an enemy in your six o'clock while trying to aim 
your guns

           IMMELMANN TURN	at his tail at the same time.
The Immelmann turn is named after its inventor, Max Immelmann, a
	Either half of the maneuver can be performed first depending on 
the
German World War I ace. It is the exact inverse of the Split-S. 
Whereas the	circumstances. If you are traveling fast and wish to 
slow down, pull into an
Split-Sis performed as a dive maneuver, the Immelmann; as climbing 
half-	Immelmann. Continue to apply constant back pressure while 
reducing
loop used to get on the tail of an enemy coming head-on.	your 
throttle Once the nose comes over the top, your speed increases as
  Speed is the critical factor in performing an Immelmann turn. Before
	you come down the back side of the Split-S. Add or subtract power 
as needed.
attempting an Immelmann, check your air speed to insure that your 
aircraft	Start your Loop with a Split-S if you do not have enough 
energy to
has the energy to complete the maneuver without stalling	perform an 
Immelmann immediately. Depending on how much altitude

1 22
you wish to lose, keep your throttle open . This provides you with 
additional energy for when you pull into your climb. Note that you end 
up flying inverted along your original heading.

STRAIGHT PURSUIT YO YO
A Straight Pursuit Yo-Yo is used when pursuing an enemy trying 
desperately to disengage from combat. For example, an opponent has 
caught you off-guard with a sudden Split-S and is rapidly leaving the 
battle area. You turn to pursue and find him well below and far in 
front.
To close the distance, you dive down until you reach the opponent's 
altitude. If you are still unable to close within weapon's range the 
Yo-Yo maneuver is used to trade altitude for air speed. Simply enter a 
shallow dive, until you gradually begin to overtake him. When in 
range, pull the aircraft's nose up to engage. This maneuver is 
repeated as often as is necessary.

5. DISENGAGEMENT

Disengagement is a critical part of air combat. The best way to 
disengage from combat is to shoot down your opponent. If this seems 
unlikely, maybe it's time to start thinking how you are going to get 
away.

Given the reach of modern air-to-air missiles, getting out of combat 
is much more difficult than getting in. You must figure out a method 
of putting some distance between you and the enemy before he realizes 
what you are up to. It requires careful timing to avoid being shot 
down while trying to get away.
If your opponent is not equipped to carry missiles (or has run out), 
the job of disengaging is much easier. All you need do is maintain a 
lateral separation which exceeds the range of his guns. If he gets in 
your "six" and wants to follow you home, fine.
A missile equipped opponent has a much longer reach. Even if your 
disengagement is successful, chances are your opponent will get at 
least a parting missile shot. There's no way to prevent this launch 
although ECM and skillful maneuvering may keep it from hitting you.
If you have managed your fuel properly you can afford to use a little 
afterburner for extra speed. Hopefully your opponent has been less 
careful with his fuel and must weigh his chances of getting home 
should he prolong his pursuit.

CANNON/GUN COMBAT

At the beginning of the Vietnam era, certain USAF fighters went to war 
without a cannon or gun. Believing that the missile age heralded a new 
era in air combat, theorists considered a gun unnecessary. To destroy 
an opponent, a pilot needed only to detect a target on his radar, 
select one of a number of missile options and push a button.
Theorists were quick to point out that guns were useless except at 
very close range and that the speed of modern aircraft made close 
engagements unlikely. Furthermore, enemy aircraft were to be kept at 
missile range and destroyed beyond visual range (BVR). Pilots were 
told not to expect the type of twisting and turning "fur-ball" 
engagements which were a common occurrence during Korea. The Vietnam 
War proved the theorists wrong.
The use of gunfire in air combat has not changed since World War 1 It 
is still a matter of maneuvering in close to your enemy and then 
pumping lead into his aircraft until it goes down. The trick is to 
obtain a good firing position from where the enemy can not return your 
fire. This generally means that most strafing attacks occur when one 
aircraft gets in the six o'clock arc of another.
Firing from an position not directly in line with the target's flight 
path is known as an "angle-off" or deflection shot. Firing from an 
angle-off position gives you less time to line up the shot and 
requires you to lead the target. The best firing method for a 
deflection shot is to put up a wall of lead and let the enemy fly 
into.
In 1969, the original F-15 contract called for the development of a 
pure air superiority fighter. There was never any intention of 
building a secondary capability into the design. The McDonnell-Douglas 
engineers went by the motto, " not a pound for air to ground." In 
other words, no feature of the aircraft was to be used for anything 
other than dogfighting.
But the F-15 proved to be such a versatile machine that continuing to 
neglect its air to ground potential was deemed a waste of a good 
design. Over 30% of the aircraft was completely re-engineered to 
accommodate air-to-ground missions. With the addition of sophisticated 
targeting equipment and dedicated back-seater, a dual role capability 
was built into the basic fighter design.

MISSILE COMBAT

There are two types of air-to-air missiles carried by modern aircraft, 
radar-
guided and heat-seeking missiles. It is important to remember that 
each
type of missile has its own unique set of advantages as well as 
limitations.

RADAR GUIDED MISSILES

Radar-guided missiles come in three basic categories: beam riders, 
semiactive radar-homers, and active homers. The first two categories 
require the firing aircraft to maintain a radar "lock" on the target 
aircraft. This means the firing aircraft is essentially stuck with 
having to track the target aircraft while the missile is in flight.
Beam-riding missiles are surface to air missiles launched from either 
fixed sites or mobile launchers. The missile follows the path of a 
laser beam directed from the launching site at the target aircraft.  
The beam must be held on the target throughout the missile's flight to 
insure a hit.
Semi-active radar missiles require the target to be continually 
illuminated by the firing aircraft's radar. The missile then guides 
itself by using the reflected radar energy it detects coming off the 
target.

Active homing missiles transmit and receive their own radar signals 
allowing them to track a target without help from the firing aircraft. 
These are the most deadly. To the firing aircraft, active-homers are 
"fire and forget". After they are launched the firing aircraft is free 
to continue maneuvering.

INFRARED MISSILES (HEAT SEEKERS)

Infrared missiles use heat as the source of their guidance rather than 
radar signals. These missiles also are "fire and forget" but generally 
have shorter ranges than their radar-guided cousins. Heat-seeking 
missiles operate by homing in on the greatest source of heat within 
their seeker's cone of detection.
These missiles must be used with care during a general engagement 
because they are just as likely to home in on friendly aircraft as 
enemy.  The early models were often fooled by active counter-measures 
such as flares. Some missiles could even be decoyed by the Sun or 
glare off the tops of clouds.
To obtain the greatest assurance of a hit, heat-seekers must be aimed 
at the hot exhaust area of a target. On later models, the I R 
sensitivity has been increased to allow the missile to track a target 
from any aspect. These missiles are less easily fooled by ECM.

DEALING WITH MISSILE ATTACKS
The primary way of dealing with missile attacks is to avoid them. Your 
preflight briefing covers the location of known or suspected SAM 
locations. If you have paid close attention you can plan your route of 
ingress around them.
Sometimes the target is so heavily defended (like Baghdad), it is 
impossible to plan a flight without encountering a few SAM sites. Make 
careful note of the locations and types of SAMs you are unable to by-
pass.
An audio signal is usually your first warning that a missile has been 
fired. Once you receive this cue, it's time to start carrying out your 
plan of action. You have two choices, evasive maneuvering or the use 
of ECM.

EVASIVE MANEUVERING
When it comes to flying, the same rules apply as when driving the 
family car. You must fly defensively, watch out for the other guy, and 
expect the unexpected. Defensive flying is what Situation Awareness is 
all about. If you are not aware of what is going on, you can hardly be 
expected to react to it.

Despite being totally aware of your surroundings and best defensive 
flying efforts, the enemy will eventually get a shot off. Once the 
warning lights start going off in your cockpit. it is too late to 
devise a strategy. You must fly with a plan already in mind.
The Basic Fighter Maneuvers (BFM) described for use in dog fighting 
can also be used to defeat enemy missiles. The job is somewhat more 
difficult because a missile is faster and can perform without regard 
for a human pilot. But at the same time. missiles only have to be 
fooled once before going ballistic.

TURNING INSIDE A MISSILE:
When a missile is closing in on your F-15, keep your head and don't 
panic. Because the missile's turning arc is wider than your 
aircraft's, you still have a chance to outmaneuver it.
If a missile is approaching from the rear you can perform a high-g 
turn hoping to get inside its turning radius. It is best to wait until 
the last moment before starting your Break. If you try this turn too 
early. the missile may still turn into you.

TURNING TOWARD A MISSILE

The F-15 is evading a missile using its maneuver power alone. As the 
Eagle turns, the missile tries to follow, but cannot turn fast enough. 
The missile "falls behind" and passes harmlessly to the rear.

TURNING TOWARD A MISSILE:
If a missile is approaching from more of a side angle, turning toward 
it may also get inside its turn radius. As depicted in the diagram, 
your turn must keep the missile's flight path at a right angles to 
your own. Gradually, the missile will fall into a lag pursuit profile 
and pass well behind you.

EVADING HEAD-ON MISSILES:
Evading a missile which is approaching from a Head-on position is a 
two step procedure. First, when the missile reaches a point between 8 
and 12 kilometers away, perform a 90 degree Break turn. The missile's 
flight path is now perpendicular to your heading. Step two is simply 
following the procedure under turning toward a missile.
111. ELECTRONIC COUNTER-MEASURES

Electronic Counter-Measures come in two basic types, those designed to 
fool radar-guided missiles and those used against heat-seekers. It is 
important to identify the type of missile tracking your aircraft in 
order to deploy the appropriate counter-measure.

CHAFF

Chaff is stored within the aircraft in (CMDs) Counter-Measure 
Dispensers located directly underneath the main engine intakes. It is 
used to defend your aircraft against radar-guided missiles by 
releasing a cloud of metal strips cut to a particular wave-length. The 
strips serve to confuse the enemy radar by cluttering the image with 
many false returns.
The classic technique for deploying chaff is to release a bundle as 
soon as your RWR alarms. With luck, the chaff has a chance of breaking 
the contact. If the missile continues to guide, wait to deploy 
additional chaff until the missile is within three to five kilometers. 
Since your supply of chaff is limited you must use it judiciously.
Once the missile "locks-on" to the chaff, it will fly into the cloud 
and explode on contact. The trick is to deploy the chaff at just the 
right moment. If deployed too early the missile will not be fooled. If 
deployed too late, it won't do any good.

FLARES

For defense against IR homing (heat-seeking) missiles, the F-15 is 
equipped with a number of heat producing devices, commonly known as 
Flares. Flares are used to decoy heat-seeking missiles away from your 
aircraft. Like chaff, your aircraft carries only a finite supply of 
these Flares.
A Flare burns for only a short time (5-10 seconds). During this time, 
the IR missile hopefully is lured away from your aircraft. Once the 
Flare burns out, however, the missile is free to re acquire a new 
target. The new target may again be your aircraft if you have not 
maneuvered out of its view.
It is never a good idea to trust ECM entirely. It is always better to 
have an evasive maneuver ready in case it fails. It is far more 
reliable (and cheaper) to physically evade a missile, rather than try 
to confuse it with ECM.

TEWS

The F-15 features a specially designed ECM system known as the 
Tactical Electronic Warfare System (TEWS). It consists of two main 
components; the AN/ALR-56 RWR and the AN/ALQ-135(V) radar jammer. 
These systems, described in greater detail in Chapter 1, detect the 
presence of both ground-based and aerial radars. The primary job of 
the TEWS is to provide you with prompt radar warnings, giving you 
ample time to deal with the threat.
The TEWS is a completely hands-off internal system. The AN/ALR56 RWR 
detects the radar and gives audio signals when an enemy is attempting 
to gain a radar "lock" on your aircraft. The AN/ALQ-1 35(V) is an 
internal jammer which functions automatically to defeat the hostile 
radar's acquisition. The pilot, who must first activate the jammer, is 
then free to maneuver or deploy chaff to further confuse his 
aircraft's radar signature.
IV GROUND A ATTACK MISSIONS

PREFLIGHT BRIEFING
The most important part of any mission takes place before the pilots 
ever leave the ground. The preflight briefing is the last chance for 
all the members of a particular package to get together and discuss 
tactics, coordination, etc. Mission details are laid out at this time 
to sort out any lingering confusion.
Smart pilots use this time wisely. They know it's always better to be 
on the ground wishing they were in the air, than already in the air 
wishing they were on the ground. Once in the air, its too late to 
start sorting out details.

THE FLIGHT PROFILE

One of the first things to get settled during the briefing is the 
flight profile. In other words. pilots need to figure out how they 
intend to fly from their base, attack the target, and then return 
home. A number of factors go into this decision such as weather, range 
to target, enemy disposition and equipment, etc. Flight profiles are 
usually broken down into three mission segments, ingress, target, 
egress. Altitudes are assigned to each of these segments accordingly.
A Flight profile might read Hi-Lo-Hi. In this instance, strike 
aircraft are proceeding to the target up high to conserve fuel. Upon 
reaching their Ingress Point (IP), the package drops down low for 
their target run. After striking the target, they climb to a preset 
high altitude for the return trip home.
Based on the flight profile, certain assumptions can be made regarding 
the mission. Because the ingress is being conducted at high altitude 
the package is apparently not concerned about being spotted. Air 
superiority has either been achieved or the SAM threat is negligible. 
The target is probably heavily defended by triple-A so the attacking 
aircraft drop down to use the terrain for cover. On the way out, the 
formation again takes advantage of high altitude fuel conservation so 
it is likely that the target is some distance away.

If the flight profile had been Lo-Lo-Lo, the target is likely to be 
close by and heavily defended by both point and area air defense 
weapons. LoLo-Lo missions require the package to fly low to the ground 
to avoid detection or enemy air patrols. While a low flight profile 
protects against SAMs, it exposes the aircraft to all kinds of triple-
A ground fire. These are the tough missions. The combination of high 
speed and low altitude leaves no margin for error

SURVEYING THE TARGET
The target should be thoroughly researched and surveyed prior to the 
mission. Photo-intelligence from satellites or even RF-4 Phantoms 
should be disseminated at this time so that the pilots have an 
accurate picture of the target.
Once in flight, the next opportunity the attacking aircraft have to 
survey the target is by LANTIRN.  The systems displays provide the 
Wizzo with photo-quality, high-resolution images. Even if flying a Lo 
profile, the FLIR's "squint" angle is such that ground features are 
distinguishable even from a distance.
A last minute survey is necessary to insure that the attacking 
aircraft are properly aligned with the target. The target run should 
be performed at high speed to minimize exposure to hostile fire. 
Locating the target(s) early gives the Wizzo extra time to select and 
deploy his weapons.

ORDNANCE OPTIONS

The target run and weapons release is dictated to some extent by the 
type of ordnance carried "Fire and Forget" weapons, like the AGM-65 
Maverick missile, allow the aircraft to stand-off at a safe distance 
from the target. Other "smart" weapons require guidance from the 
aircraft's LANTIRN system and a direct line of sight to the target.
The most difficult type of ordnance to release are still the unguided 
iron bombs or "dumb bombs." These weapons have changed little since 
World War ll. They still require that the attacking aircraft overfly 
the target
area. Modern aircraft, however, are not locked in to the straight and 
level bomb runs of the past. A good pilot develops special techniques 
using both terrain and maneuver to get in close and drop his unguided 
munitions.

TARGET APPROACH OPTIONS
DIVE BOMBING

The easiest target approach is the time-honored Dive Bombing 
technique. Dive bombing requires the target run to begin at medium 
altitude between 6-12,000 feet. Because the aircraft has built up 
excess speed during the ingress, speed brakes must be applied before 
transitioning into the dive.
Once the aircraft is properly aligned on the target, nose over into a 
30 degree down angle . I n the few seconds you have while in the dive, 
make any final targeting corrections and release the ordnance. The 
release should be performed at around 3,000 feet.
You must allow yourself time to escape the blast effects of your 
ordnance. Immediately retract your speed brake, open the throttle and 
exit the area. Pilots which damage their aircraft with their own bombs 
should perhaps consider a new career. If they make it back to base, 
they have some explaining to do at the very least.

POP UP BOMBING

Another method of unguided delivery is the Pop-Up. This technique is 
more difficult than the simple dive bomb method but exposes the 
attacking aircraft to less triple-A. It takes careful timing and good 
spatial perception (Situational Awareness). If you are not used to 
working in three dimensions, stick to dive bombing and take your 
chances with enemy ground fire. Pop-Up bombing is very unforgiving if 
you make a mistake.
The idea behind Pop-Up bombing is to approach the target at a very low 
altitude. At the last minute the aircraft is pulled into an inverted 
climb to identify and pin point the target. Once the target is 
identified, the aircraft noses over into a dive, half rolls, then 
delivers ordnance normally. The egress is usually performed at low 
altitude.

The biggest danger in performing a Pop-Up maneuver is misjudging 
altitude and being unable to pull up in time. The margin for error is 
very narrow. Rather than pressing your luck, it is better to go 
around. By now they know you're coming. So change your approach 
heading and strike from an unexpected direction.
This attack option, if performed correctly the first time, gives the 
enemy no time to react. You are exiting the area unscathed just as the 
first bombs begin going off. It takes practice to perfect the Pop-Up 
but it is well worth the effort.

LEVEL BOMBING

Level bombing is perhaps the most dangerous of all your available 
options. You are trading predictability for heightened bombing 
accuracy. However, deploying stand-off weapons such as the Maverick 
missile or various glide bombs, lets you keep a safe distance away 
from the target's fixed air defenses.
In actual practice, level bombing has changed very little since World 
War ll. Although massed bomber formations are a thing of the past, 
level bombing still involves a steady run-up to the target. Approach 
speeds have greatly increased but advances in radar-controlled triple-
A technology have made this method of bombing extremely risky. It is 
seldom used if other means of delivery are available.
The target approach should be conducted as low as the surrounding 
terrain permits, preferably 300 feet or less. Because the mapping 
radar is unable to generate HRMs at such a low altitude, pilots are 
required to expose their aircraft to enemy radar coverage while 
designating targets. The course should be off-set at least 25 degrees 
from the target's bearing while producing targeting maps. This cuts 
down on the delay time in processing the map image.
Once the target is designated, turn to the proper target bearing and 
assume your delivery altitude. Engage your afterburner to minimize 
your exposure time over the target defenses. With ranged "smart" 
weapons,
you may launch the ordnance from a safe stand-off distance. Iron bombs 
(unguided) require that you overfly the target. If this is the case, 
deliver your ordnance fast and "get out of Dodge."
EGRESS

The last important consideration is the egress, or exit from the 
target area. To a great extent, your exit is predetermined by the 
enemy disposition. If the target is heavily defended, remaining low 
may be your only safe option. But against less well defended targets, 
you may decide to regain cruising altitude soon after leaving the 
area.

This is usually a good time to hit your afterburner if your fuel 
status allows it. You should be concentrating on putting as much 
distance between you and the target area as possible. Even though the 
ordnance has been released, the mission is far from over.
Begin checking the general condition of your aircraft for possible 
damage from ground fire. Be sure to scan your instrumentation for 
abnormal readings and prepare for the long ride home.
1. IRAQ: DESERT STORM

"In just 100 hours, they went from the fourth largest army in the 
world to the second largest army in Iraq."
--Lt. General Thomas W. Kelly

THE IRAN-IRAQ WAR

Throughout the 1980s, Iraq fought a bloody, stagnant war of attrition 
with the Islamic Republic of Iran. While the war was characterized by 
heavy ground fighting, air power was used infrequently and never to 
any great effect. With the exception of a number of air strikes 
against economic targets (oil facilities and tanker traffic in the 
Gulf), sorties were relatively few and far between.
The Iranian Air Force consisted primarily of U.S. aircraft that had 
been purchased by the Shah before his overthrow. Despite possessing 
some of the most capable and advanced aircraft in the world, the 
Iranian air force spent the majority of the war grounded for lack of 
spare parts.  Iran had started the war with hundreds of modern U.S. 
fighter-bombers including F-14s Tomcats and F-4 Phantoms. The 
inventory quickly dwindled as aircraft were cannibalized for spares. 
By the end of the war, Iran was lucky to have 80 aircraft combat ready 
at any one time.

IRAQI STRATEGIC AIR DEFENSE

Iraq had eight years to construct a national air defense capable of 
dealing with the Iranian threat. A centralized system was developed 
which reflected the doctrinal preference of Iraq's chief military 
benefactor, the Soviet Union. While the system worked reasonably well 
against Iran (which wasn't doing that much flying), it was hardly 
suited to conditions that might be imposed by a more determined 
opponent.
The Iraqi air defense scheme sectioned the country into four zones, 
each responsible for its own airspace. While these zones were 
independent of each other, all four were tied to a central air defense 
ministry located in downtown Baghdad. Intermediate radar control 
centers in the chain were located in major cities such as Kirkuk, 
Nasiriya, and Rutba, among others. Ground Control Intercept radars 
(GCIs) were dispersed throughout the country to complete the lower 
echelon network.
One factor aided the Coalition's air campaign immensely. Most Iraqi 
air defense headquarters and communications facilities were 
constructed above ground. Since Saddam Hussein had initially come to 
power in a coup backed by the military, he was always on guard against 
being overthrown in a counter-coup. Hussein was therefore reluctant to 
position his command centers out of easy reach should he be forced to 
attack disloyal members of his own army. Being stationary above-ground 
targets made them easy prey for Coalition aircraft.
Tall King low frequency radars provided Iraq with an umbrella-like 
coverage although they frequently were out of action with maintenance 
problems. When operational they gave Iraq the ability to detect high 
altitude targets at ranges in excess of 500 kilometers. For coverage 
at lower altitudes, fast scanning Squat Eye radars were used. Iraqi 
interceptors relied on ground guidance from Bar Lock radar systems 
which gave both height and range information. This interlocking system 
of coverage and command is preferred by the Soviet Union and is 
designed to closely tether its interceptors to ground controllers. In 
military circles, this type of interlocking defense is referred to as 
an Integrated Air Defense System (IADS).

THE INTEGRATED AIR DEFENSE SYSTEM

The operational principal behind IADS is that all facets of a nation's 
air defense (interceptors, SAMs and triple-A sites) can be coordinated 
and combined as part of a total defense plan . Crucial to the success 
of this type of air defense plan is the ability to communicate with 
the component parts.
Each element must be able to communicate instructions as well as 
receive guidance from higher up the chain of command. Failure to 
maintain communications is the "Achilles"' heel in such a system.
Ideally, an IADS is constructed in such a manner as to provide 
overlapping and layered coverage. For example, long range, high 
altitude SAMs would provide blanket coverage to the entire nation 
while being protected by shorter range SAMs suited for low altitude 
engagements. Triple-A sites would be tactically positioned near high 
value targets such as industrial plants or air bases. Fighter aircraft 
would be redeployed to dispersal fields and used to fill gaps in SAM 
coverage.
Once again, communication is the key. Interceptors must remain linked 
to a network of ground radars for guidance. SAM sites must alerted if 
friendly aircraft are operating inside their engagement envelope to 
avoid accidental downings. Finally, communication between the various 
radar installations and higher command authorities is vital since 
detections must be passed on before appropriate targeting orders can 
be disseminated.
In theory this system works fine unless it becomes overloaded, 
something which did not happen during the Iran-Iraq war. Once too many 
things start happening simultaneously, a centralized system loses its 
ability to deal with individual threats. This type of system has a 
built in resiliency and can withstand a fair amount of body blows. 
However, only one blow to the head is needed to paralyzed the entire 
system. Knocking out the central command authority essentially 
isolates the component parts making them susceptible to systematic 
destruction.
Iraqi air defenses were about to be put to the ultimate test. Saddam 
Hussein, by invading the tiny kingdom of Kuwait in 1990, unleashed the 
most sophisticated aerial armada ever assembled.  A coalition of over 
thirty nations gathered under United Nations' auspices to oppose this 
blatant case of Iraqi aggression.  When the air war over Iraq began on 
17 January 1991, a knock out blow was exactly what the Coalition 
strategists had in mind.

OPERATION DESERT SHIELD

So overwhelming were the assembled Iraqi forces, the conquest of 
Kuwait
basically took an afternoon. By halting his army at the Kuwait's 
southern
border with Saudi Arabia, Hussein committed his first and perhaps
greatest strategic blunder of the war. Had he continued into Saudi 
Arabia,
a major U.S. deployment into the region may well have proved 
impossible. Without bases in Saudi Arabia, the Coalition would have 
been hard pressed to find a suitable staging area for its build up.
In a secluded basement wing of the Pentagon, the most respected 
members of our military establishment met in the late 1980s to discuss 
contemporary aspects of the Air-Land Battle doctrine. Designed to meet 
NATO's operational needs in western Europe, the tactical concepts were 
being studied for their relevance in potential Third World hot spots. 
The officers taking part in this super-secret think tank were referred 
to as the Jedi Knights.
The Air Force contingent of this interservice round table was known as 
Project Checkmate. Checkmate's job was to prepare a deployment and 
logistics study to support a major air effort in the Persian Gulf. 
This hypothetical campaign plan was given the numerical designation 
1002-90. "Ten-Oh-Two" called for deployment of F-15Es to the Gulf on 
the first day of the operation. Heavy ground forces would need at 
least thirty days to deploy and until they arrived the F-15s would 
have to hold the line. When the invasion of Kuwait became a reality in 
August 1990, it was a simple matter for the Jedi Knights to dig up 
1002-90.
Initially the overall strategy was merely defensive, a measured 
response designed to deter Iraq from invading the weak Gulf states on 
the Arabian peninsula. Now, with Hussein's forces digging in at the 
Kuwaiti border, the strategy was shifting to a more offensive stance. 
If economic sanctions and strategic bombing were not persuasive 
enough, Hussein's forces would have to be ejected from Kuwait by a 
ground campaign. Should that become necessary, air power had to be on 
hand to minimize Coalition casualties.
F-15E squadrons from the 4th Fighter Wing based at Seymour Johnson Air 
Force Base, North Carolina, began their deployment as scripted in 
1002-90. Fresh from their victory in the Air Force's Long Rifle 
competition, these squadrons made the flight to Tabuk, Saudi Arabia in 
14 hours. Eventually all F-15Es would wind up at Al Kharg air base, 
south of Riyadh. Affectionately known as Al's Garage, this brand new 
facility was comparable if not better than what they had left behind.

"INSTANT THUNDER"

The air campaign ( Instant Thunder revolved around a single list of 
targets, or Air Tasking Order (ATO). The ATO is similar in many 
respects to a football team whose playbook for the entire season must 
be laid out in advance. When conducting a major air operation such as 
Instant Thunder, assembling the plays can become a Herculean task. The 
first several days of the operation, for example, required an ATO over 
300 pages in length. As the air war progressed, a 300 page ATO would 
become required on average for every 24 hours of air operations.
Architect of Instant Thunder's ATO was Lt. General Charles "Chuck" 
Horner. Gen. Horner had been appointed by Gen. Norman Schwarzkopf to 
head up the Coalition's unified air forces. Assisting him in targeting 
assignments was Brigadier General Buster C. Glosson. Glosson and his 
team of professional targeteers (fraggers) had the responsibility of 
developing a systematic approach to the air campaign. These men, along 
with
their staffs, occupied a hastily refurbished storage area in the Royal 
Saudi Air Force Headquarters off Abdul Aziz Boulevard in Riyadh.
Within walking distance of the RSAF complex was a soccer field 
belonging to the U.S. Military Training Mission. Located on this 
playing field were a number of pre-fab buildings. Inside one of these 
was a confined work area made up of eight cubicles underneath a 1 5x30 
foot tent. It was from this spartan work station, known as the "Black 
Hole' that all the targeting data for Instant Thunder would be 
assimilated and processed.
Targets were initially gathered by "national technical means" a now 
familiar euphemism for satellite intelligence. Once these targets were 
defined and passed on to the Black Hole, the ATO prioritized them in a 
proper sequence. Specific aircraft and ordnance could then be assigned 
by Horner's fraggers to eliminate each target in a predetermined 
manner. This aerial ballet was choreographed to make the most out of 
each aircraft and its weapon systems.
Instant Thunder was designed with specific campaign objectives in 
mind. Obviously not all targets in the Kuwaiti Theater of Operations 
(KTO) could be hit simultaneously, so priorities were established 
which grouped similar targets into campaign phases. Each of these 
phases were designed to compliment each other as the campaign 
progressed. In this manner subsequent phases could build on the 
success of the preceding strikes.

OPERATION DESERT STORM

On l7 January l991 at approximately O045 hours, F-15Es belonging to 
the 4th TFW and over a hundred other tactical aircraft were flushed 
from AI's Garage. Less than two hours later, strategic bombing of Iraq 
commenced. Operation Desert Shield had turned into a Desert Storm. 
Over 1,400 sorties were staged over Iraq in the first twenty-four 
hours of the war. For the next forty days and forty nights, Iraq would 
be exposed to a biblical torrent of bombs, rockets, and missiles.

INSTANT THUNDER PHASE 1

The first phase of the air campaign required the Coalition to disrupt 
Iraq's air defense system by knocking out communication facilities. 
The radar "eyes" of the network would also be struck in the first wave 
so subsequent strikes could go undetected.

Certain GCIs, especially in the western desert, were particularly 
important. Even before the first raids began, Special Forces teams 
were inserted by MH-53J Pave Low helicopters to assist air attacks 
from the ground. These teams designated targets using hand held 
lasers. Apache AH-64s and A-10 Thunderbolts destroyed the radar sites 
and opened up detection-free corridors into Iraq's interior.
Of course, the F-117 Nighthawk Stealth fighters needed no such 
corridor. These aircraft apparently worked as advertised although 
there were at least two recorded incidents of ground radar detection, 
one Iraqi and one British. Even so, F-117s performed the difficult 
missions over Baghdad without a single loss.
High priority Command, Control, Communication and Intelligence (C31) 
targets in Baghdad were struck at the outset with precision guided 
munitions (PGMs). Later, the media would receive videotape footage 
taken from the initial strike. One scene showed a 2,000 lb. GBU-27 
being guided down a ventilation shaft in Iraq's Air Defense Ministry. 
Courtesy of the stranded CNN reporters in Baghdad Al Rashid Hotel, the 
world got a play-by-play account of the first night's raid over the 
capitol.
Although Saddam Hussein was not directly targeted per se, as the 
commander of Iraq's military forces he was obviously part of its C31 
that the Coalition wished to disrupt. As a general rule it is never 
necessary to specifically target the leadership as individuals. But, 
if the leadership can be prevented from communicating with its forces, 
the net effect is the same. In this first phase, likely command 
centers we retargeted . If Hussein happened to be caught in one, so be 
it.
Tomahawk cruise missiles or Tactical Land Attack Missile-C (TLAM) were 
fired from Navy vessels, including the submerged Los Angeles class
submarine, the USS Louisville. These attacks made up a significant 
portion of the first day's strikes. Over 100 of these million dollar 
missiles were fired during the first 24 hours but only at targets 
requiring a great degree of precision, i.e. targets located in 
civilian areas, near schools, hospitals, etc. The missiles were also 
used against heavily defended targets to minimize exposure of manned 
aircraft to hostile fire.
This initial phase of the air campaign was crucial. While there was 
little question concerning who would ultimately win the war, this 
first phase of the air campaign would decide the price of victory. 
Iraq was hopelessly outclassed but it could still extract a heavy 
price.
STRATEGIC TARGETS

Although the principal reason for the Gulf War was to eject Iraq from 
Kuwait, destruction of Iraq's nuclear, biological, and chemical (NBC) 
capability was equally important. Under the glare of world attention, 
Iraq was found to have quite an advanced weapons program. According to 
prewar estimates Iraq had been anywhere from eight months to two years 
away from having a working nuclear device. Post-war revelations have 
showed how little we actually knew about Iraq's nuclear weapons 
program. U.N. inspectors traveling through Iraq after the war 
uncovered whole facilities left untouched by the bombing.
Iraq's nuclear weapons program had been dispersed throughout the 
country following the Israeli strike at Osirak in June l981.  The 
Osirak strike and mysterious deaths of key Iraqi technicians had set 
the Iraqi program back years. Ironically, the Israeli strike was 
composed of F-16s with F-15s assigned as fighter escorts. Ten years 
later, the roles were reversed during Desert Storm. F-15s delivered 
laser-guided bombs on Iraqi facilities while F-16s flew escort. Had 
the Osirak complex not been hit, it is entirely possible that the 
Coalition might have been facing an Iraqi military in possession of 
one or more nuclear devices.
After the Israeli strike, the Tigris and Euphrates rivers became 
dotted with NBC complexes. The greatest concentration of these sites 
lay near Baghdad north along the Tigris to Mosul and Kirkuk. This area 
was chosen undoubtedly because it was considered safe from internal 
unrest by the Ba'athist regime. Not only were Republican Guard units 
stationed there but Saddam Hussein had family ties in this region. 
Born near Tikrit, just north of Baghdad, Hussein's political and 
religious connections were strongest in this area.
Also included in this first phase were strikes directed against Iraqi 
electric power facilities, the transportation network and oil 
industry. Reportedly, much of the electric grid was knocked out by 
Tomahawks missiles releasing spools of wire made of carbon fibers. The 
wire would float to earth to lay across power lines causing short 
circuits. (Other reports hint at Tomahawk missiles releasing confetti-
like material to produce the same results.) When the cease-fire went 
into effect Iraq was left with only 15% of its prewar electricity 
remaining.

With the civilian power grid knocked off line, the military was forced 
to crank up its generators. This had an added benefit for FLIR 
equipped aircraft searching out targets in populated areas. Military 
complexes radiating heat stuck out like sore thumbs against dark 
backgrounds.
Coalition aircraft were particularly effective against Iraq's 
transportation network. Because the country is conveniently divided by 
two major rivers, bridges were lucrative targets for several reasons. 
Many bridges over the Tigris and Euphrates contained fiber-optic 
communication lines. A break in a bridge would mean a break in 
communications. Secondly, all military traffic and supplies had to 
cross at least one of these unfordable rivers on the way into Kuwait. 
Once these spans were dropped, the troops in Kuwait were effectively 
isolated. Not only could military traffic be prevented from crossing, 
congestion at these downed bridges would present Coalition pilots with 
concentrated targets.
Having damaged Iraq's principal means of C31, the air campaign could 
now direct its energy towards destroying Iraq's air force. This could 
be accomplished either on the ground or in the air but the preferred 
method was of course, to destroy them on the ground where they posed 
no threat. With this in mind, F-15Es and F-117As began a series of 
strikes on the hardened aircraft shelters. When Iraqi pilots did 
manage to get airborne they were immediately detected by AWACS and 
engaged by F-15s. The fact that Saddam had the chief of his air force 
taken out and shot is but one indication of the Coalition's 
effectiveness.
Strikes directed against the Iraqi air force continued throughout the 
campaign even though air superiority had been achieved early on. 
Declaring air superiority over Iraq became a matter of splitting hairs 
with the media over semantics. Did we have air superiority or was it 
air supremacy? No matter what name you gave it, Coalition pilots owned 
the sky over Iraq and the hardened shelters proved incapable of 
protecting enemy aircraft on the ground. With no other way to save 
themselves, Iraqi pilots began flying their aircraft to Iranian 
airfields. More than anything else, these desperate flights to Iran 
demonstrated that the Coalition had won the air war over Iraq.
INSTANT THUNDER PHASE 2	INSTANT THUNDER PHASE 4

After Iraq's key targets and installations were struck, emphasis 
shifted towards establishing air superiority over the Kuwaiti Theater 
of Operations or KTO. This second phase called for numerous ground 
strikes against mobile SAM and triple-A sites stationed with Iraqi 
units in the field. These sites were not tied into the national 
defense scheme but were intended to protect maneuver units. By 
attacking these assets, Iraq's air defense umbrella was stripped away 
prior to the start of the ground war. When the ground war commenced 
these units were completely open and vulnerable to close air support 
missions.

INSTANT THUNDER PHASE 3

The third phase of the air war began after Iraq's ability to interfere 
with tactical air support missions was eliminated. Known as "shaping 
the battlefield" this phase concentrated on attacking various ground 
targets supporting enemy troops at the front. F-15s were called upon 
to eliminate logistic support centers and disrupt supply traffic 
heading to Iraqi troops at the front.
In Vietnam the USAF had been unable to accomplish this mission to the 
degree necessary. The jungle cover had made the job of detecting enemy 
supplies coming down the Ho Chi Minh trail far too difficult. The 
North Vietnamese were also able to capitalize on the fact that U.S. 
aircraft were unable to "see" at night. The unsophisticated nature of 
their forces required far less supply to maintain his combat 
operations. NVA "beans and bullets" resupply operations could easily 
be transported on the backs of individual soldiers.
The Gulf War was an entirely different situation. Not only were supply 
routes traced over desert terrain (hence very little overhead cover) 
but these routes could be effectively interdicted by destroying only a 
few bridges. Moreover, the Iraqi army in Kuwait was highly mechanized 
and required huge amounts of supply just to survive, let alone 
maintain combat readiness. Unlike Vietnam, Iraqi logistics were given 
no respite at night either. Ground surveillance went on around the 
clock and anything that moved was attacked.
Although by now a significant portion of F-15E missions were Scud 
hunts, Strike Eagles also assisted in the final phase of the air 
campaign, direct ground support. To aid the F-15s, Joint Surveillance 
and Target Attack Radar System aircraft (J-STARS) could look deep into 
Iraq and "see" enemy ground activity. If the enemy moved, J-STARS 
instantly detected it and F-15s would pounce on it. Movement on the 
ground ultimately proved fatal.
Faced with no alternative, Iraqi ground troops simply dug deeper and 
in so doing planted the seeds of their own destruction. During this 
phase of the air campaign, F-15Es were spared from other duties and 
assigned to nightly "tank-plinking" missions. The dug-in Iraqi armor 
was now helpless, unable to move and unable to hide, even at night. 
The LANTIRN equipped Eagles swooped in and destroyed the armored 
vehicles one after another. A new chapter was being written in the 
history of air combat.
As Chairman of the Joint Chiefs of Staff, General Colin L. Powell had 
stated, the strategy was first to, "cut the Iraqi army off, and then 
kill it." Airpower had made it possible. The war had been so one-sided 
that after 100 hours it had to be called off, the other side was 
leaving the field. Iraq's army had been broken by incessant bombing 
and was reduced to an unwashed rabble fleeing Kuwait.

THE GREAT SCUD HUNT

Even though the Coalition won the war convincingly in a very short 
time, it was not without its share of surprises. One of these 
surprises had been the mass exodus of the Iraqi air force to Iran. Far 
more deadly, however, was the surprise awaiting the Coalition as 
evening came on the third day of the war.
True to his word, Saddam Hussein unleashed a salvo of Scud ballistic 
missiles at Israel and Saudi Arabia. The Coalition had been lulled 
into a false sense of security by its own glowing press accounts of 
the battle. So it came as somewhat of a shock that after suffering two 
nights of heavy aerial bombardment, Iraq proved it could take back the 
initiative.
It had retained the ability to launch ballistic missiles and influence 
the course of the war. The Coalition's worst nightmare was coming 
true.
The Scud campaign was one of the most controversial aspects of the 
war. Clearly there had been a pre-war intelligence failure to detect 
the existence of so many mobile launchers and missiles. Initially, 
intelligence sources figured Iraq possessed around 36 mobile launchers 
but with the beginning of the air campaign, Coalition pilots began 
placing the number of launchers in the hundreds.
Because the Coalition had so poorly estimated the number of launchers, 
little effort was devoted toward destroying them at first. It wasn't 
until after Scuds began striking Israel that the anti-Scud campaign 
began in earnest. By then it was too late. the launchers were well 
dispersed and tucked away.
In terms of combat efficiency, the military threat posed by Scud 
missiles was insignificant. With only inertial guidance and small 
payload, the missile has evolved very little from its first generation 
cousin, Germany's V-2 rocket. It is designed to provide tactical 
support at ranges greater than conventional artillery but without 
active guidance the Scud is simply aimed
 in the direction of the target. At a pre-set time the missile's 
engine is turned off causing it to nose over and detonate on impact.
Once launched the missile's flight trajectory cannot be altered. In 
many respects it is not much brighter than a child's bottle-rocket. 
The missile is fired with range and bearing information only giving it 
a Circular Error Probability (CEP) that is measured in thousands of 
feet. To be effective, the Scud requires a large stationary target 
like a city. Iraq had modified its inventory of Scud missiles by 
dramatically increasing their range.
The two new versions of Scud missiles were named Al-Hussein and 
AlAbbas. With increased range however, came a decrease in payload and 
accuracy. Hussein's missiles now had even less military value than 
before. They were meant only to be weapons of terror to be used 
against civilians. Because the warhead could contain only a small 
amount of high explosive the real fear was that these modified 
missiles might contain chemical payloads.
During the Gulf War Scud missiles played a role which far outweighed 
their military importance. Lacking an air force to strike back, firing 
off Scud missiles showed the world that Iraq could survive the best 
efforts of the Coalition. But the indiscriminate launching of Scud 
missiles had an even more sinister purpose. Hussein hoped to use his 
missiles as a political ploy to drag Israel into the war.
In contrast to the reluctance concerning declaration of air 
superiority, Coalition briefers seemed willing to state early on that 
the Scud threat had been dealt with. Israeli civilians breathed a 
cautious sigh of relief at the news. When sirens all across the 
country began wailing, the early optimism turned to panic. Scud 
missiles were headed for the state of Israel after all. One could only 
guess at their contents.
For Hussein, striking Israel was a win-win stratagem regardless of 
what Israel's response might be. Israel certainly could not add to the 
damage already being inflicted on his country and he could portray 
himself as a hero to the Arab people by attacking the Jewish state. 
Hussein was gambling that Arab sensitivities would cause them to 
withdraw from the Coalition, not wanting to appear to be aiding Israel 
in the destruction of another Arab nation. It cost him little while 
placing all kinds of diplomatic pressure on the U.S. and its allies. 
For Israel, a nation which prides itself on its military prowess, it 
was a political embarrassment. It was forced to accept help from 
foreign troops on its soil for the first time in its history.
Israel had built a reputation based on its policy of quick and 
decisive retaliation when attacked. Israel had two retaliatory options 
immediately available. It could launch its own air strikes backed up 
by division-sized commando raids into western Iraq; or it could launch 
Jericho I missiles at Baghdad and return the favor. It chose to do 
neither at the request of the United States. For political reasons it 
was forced to absorb the Iraqi blows and bide its time.
The great hunt for Scud missile launchers was literally equivalent to 
searching for the proverbial "needle in the haystack " U.S. 
intelligence had seriously underestimated the number of mobile 
launchers available in Iraq. Fixed sites were more readily detected by 
satellite photography but mobile launchers presented a problem. Little 
more than a pickup truck with a launch rail on the back, mobile 
launchers could easily be disguised or hidden.
Often times the Scud launchers would only be detected after they had 
launched their missile. Once a missile was launched, it would become a 
matter of tracking the mobile launchers back to their hiding places. 
Great use was also made of Special-Forces teams placed well behind 
enemy lines. Special Forces teams in sophisticated dune-buggies were 
able to pinpoint Scud locations with hand-held lasers and then call in 
F-15s with devastating accuracy.
It was estimated that the effort to find and eliminate the launchers 
cost the Coalition approximately one week's worth of sorties. F-15Es 
with their Low Altitude Navigation and Targeting Infrared for Night 
(LANTIRN) laser-designating pods became major players. In fact, over 
half of all F15E missions flown during Desert Storm were directed 
against the mobile Scud launchers. The F-15E flew approximately 2,200 
sorties with only two combat losses. Both aircraft were lost while 
hunting Scud launchers in western Iraq.
Despite the difficulties. Scud launchings were dramatically curtailed 
after the first two weeks of the campaign. By the end of the second 
week, 43 had been launched. Iraq was only able to launch six more 
during the whole third week as the anti-Scud effort gathered steam. F-
15Es could only do so much, however. To be effective Coalition pilots 
would almost have to know in advance where the missiles were located.
As the war progressed, the number of missile launches did in fact drop 
off appreciably. Whether this was due to Coalition efforts or because 
the Iraqis were running out of missiles is not clear. There is 
anecdotal evidence to support both theories. One thing is certain. 
Scuds continued to fall on Israel and Saudi Arabia right until the end 
of the war.
Although each Arab member of the Coalition reaffirmed its commitment 
to the Coalition, who really knows what the outcome might have been if 
Israel had responded? Overflights may have driven Jordan and Israel to 
the brink of war. Syria, whose troops had occupied Lebanon while 
everyone's attention was on Iraq, might well have pulled out of the 
coalition. President Assad may have decided that Syria had already 
gotten as much out of the war as it was likely to get. Taking a long 
term view of the situation Syria's geopolitical interests might have 
been better served by making amends with Iraq.

LEADERSHIP

An important reason for the success of Desert Storm was the defeat in 
Vietnam. Since the Vietnam War a generation of military leadership has 
had time to reflect upon those mistakes. Many of Desert Storm's top 
leaders were junior officers back then. Coming up through the ranks 
they got a first hand look at the effects of mismanagement and failed 
policy. From the President on, military leaders felt obliged to 
reassure the American public that this war would not be another 
Vietnam.
The biggest mistake made during the Vietnam War was to commit military 
forces without widespread domestic support for the conflict. Rather 
than being a force for national unity like World War II, the Vietnam 
War was divisive. This "Vietnam syndrome," the idea that Americans are 
reluctant to use force fearing domestic unrest, has plagued our 
national psychology since 1972. Military leaders wanted Desert Storm 
to put this notion to rest once and for all. Although some factions 
within the United States differed on the sanctions question, an 
overwhelming majority of Americans supported the President's action 
once war was underway. With the nation solidly behind the men in 
uniform, America proved its people still
had the will to fight if necessary.

COMMAND AND CONTROL

The Coalition air campaign was an extremely complex undertaking.
Imagine trying to efficiently manage the combined air assets of a 
multi-
national force, each nation having different types of aircraft with 
different
arming and maintenance requirements. Consider scheduling missions 
utilizing all these various aircraft in concert, all flying at 
different altitudes and speeds, in all kinds of weather, day and 
night.  Remember that all these operations are taking place in a 
relatively confined space and you are quickly able to visualize an air 
traffic controller's nightmare. Oh yes, add in one last minor detail, 
the fact that there is a war on and you begin to get an idea of the 
magnitude of the job.
The amazing success of the air campaign came without a single incident 
of blue on blue air loss (fratricide). This fact alone is a testament 
to the professionalism of the Coalition air forces. The campaign could 
not have happened if not for the extraordinary amount of planning and 
preparation that went into organizing the effort. Much of this 
planning took the form of Pentagon staffers creating hypothetical war 
scenarios and identifying possible problems well in advance.

IRANIAN EXODUS

The Iraqi decision to send its top of the line aircraft to Iran was 
puzzling to Western analysts. There was speculation in the press that 
Saddam Hussein was husbanding his aircraft for later use in some type 
of surge operation. Others believed that the Iraqi aircraft based in 
Iran would be used to outflank U S naval groups in the Persian Gulf. 
Their wild theories just go to prove that reporters make for lousy 
tacticians. (In fairness to the profession it should be pointed out 
that most generals would probably make lousy reporters ) The fact that 
Iraqi aircraft were placing themselves farther away from the 
battlefield by fleeing to Iran doesn't seem to have made much of an 
impression.
The optimal time for Iraq to have employed its air power was at the 
outset; in the first few days of the campaign when its integrated air 
defense system was still relatively intact. With each passing day, 
hundreds of Coalition sorties were gradually destroying Iraq's ability 
to coordinate its air effort.
The military analysts here at MicroProse theorize that between the 
second and third week of the campaign Hussein accepted the destruction 
of his air force as a foregone conclusion. Faced with this 
inevitability, we believe Hussein engaged in a bit of Machiavellian 
"realpolitik" and cut a
 deal with his former enemy. Perhaps having no alternative, Hussein 
may have decided to offer the aircraft to Iran as an added inducement 
to Iranian leaders not to stir up trouble among Iraq's Shiite 
population in the south. Conspiracy theorists will undoubtedly have a 
field day with this after tiring of JFK.
In the absence of any other compelling reason to emerge since the war, 
this seems to be the most likely explanation. The aircraft transfer 
may have also been intended to curry favor with the Iranian leadership 
with whom he still shared a lengthy border. To free troops stationed 
along that border, he had already given back territory taken in the 
Iran-lraq war. The aircraft may have been further insurance against 
Iranian activity against his regime.

NBC CONSIDERATIONS

Once the initial suppression of Iraqi air defenses was considered 
accomplished, Coalition strikes began to target nuclear! chemical and 
biological (NBC) facilities. There was little fear that Iraq was in a 
position to use nuclear weapons during the conflict since Coalition 
strategists were reasonably certain that Iraq did not possess an 
operational device in 1991. The real fear was that Iraq might pull out 
of Kuwait and end the conflict before giving the Coalition an 
opportunity to destroy Iraq's weapons of mass destruction. For this 
reason, nuclear facilities were placed high on the list. Over five 
hundred sorties were used to strike 31 nuclear-related targets during 
the first few days of the air campaign.
Chemical and biological weapons were a different matter entirely. Iraq 
was known to possess stocks of chemical weapons, having previously 
used them on its own Kurdish population. Politically it was necessary 
to rapidly eliminate chemical weapon manufacturing centers as well as 
delivery systems. While the Coalition military forces were adequate
trained and equipped to deal with chemicals, civilian populations were 
totally exposed. And after publicly threatening to burn half of 
Israel, no one doubted Hussein's intentions in this regard.
Iraqi chemical and biological weapons facilities were apparently 
disguised as fertilizer and pharmaceutical manufacturing plants. The 
trick is an old but effective one. Foreign contractors from one nation 
are called to construct a legitimate facility. Upon completion, the 
complex can then
be converted for military use by contractors from a different country. 
This same shell game construction was used by Libya in the 1980s to 
disguise its chemical weapon production

COLLATERAL DAMAGE AND
CIVILIAN CASUALTIES
The Vietnam-era specter of civilian casualties was again quite evident 
in the daily briefing from both Riyadh and Pentagon. It was clear that 
the spokesmen were conscious of the effect Iraqi civilian deaths would 
have on domestic support for the war. But beyond that was a sincere 
expression of regret and anguish over civilian deaths being caused by 
the bombing. Most officials went on at length about the precautions 
taken to minimize collateral damage. Mind you! many of these added 
restrictions exposed our pilots to greater risk.
Despite pilot restrictions and the high degree of precision obtained 
by our "smart" weapons, collateral damage did occur in isolated 
incidents. The military infrastructure was too interwoven within Iraqi 
society to prevent it entirely. Yet considering the amount of ordnance 
dropped on the country, civilian casualties were light. Naturally the 
Iraqi government did everything within its power to magnify the extent 
of damage done in civilian areas. These efforts included documented 
cases of intentional damage done by Iraq to its own structures.
Another fact which seems to have escaped most civilian observers is 
that the nightly fireworks display that Iraqi gunners were putting up 
over Baghdad was coming back down on their heads. The metal fragments 
and debris being created by all those exploding shells must have made 
venturing outdoors quite hazardous.
Iraqi civilians population had been expecting massive damage to occur 
in their residential areas. They were somewhat surprised after months 
of mental preparation that it did not happen. Anticipating air raids 
like those which took place during the London "blitz" in 1940, they 
were confused over the selective nature of our air strikes. Rather 
than demoralize or impress the average Iraqi, the population became 
enraged over air strikes they believed to be conducted out of sheer 
spitefulness.
One particular case of 'civilian" damage which drew much media 
attention was the celebrated "Baby Milk Factory" at Abu Ghraib. The 
Baby
Milk Factory story was first reported by the Iraqi government then 
picked up the international press. It involved an Iraqi facility 
involved in the production of biological weapons which had been 
destroyed in pin-point bombing. Iraq stated that the plant actually 
produced infant formula and condemned the Coalition for trying to 
deprive Iraqi children of their milk.  To complete the charade, Iraqi 
TV showed workers picking through the debris dressed in smocks labeled 
"BABY MILK FACTORY" written in English.
It was a hilarious scam but sadly, some in this country were 
completely taken in by it. After the war a respected journalist was 
allowed to "tour" the site. His hosts invited him to sample some pure 
white residue neatly piled in the midst of this building which had 
been devastated in the air strike. Well sure enough, it was powdered 
baby milk. Gee, it must have been a "Baby Milk Factory" after all.
Admittedly, some mistakes were made. A Defense Department analyst has 
since concluded that at least 50 out of the 800 strategic targets 
struck during the war were hit because of faulty intelligence. Not 
that each of these 50 resulted in civilian casualties, just that these 
targets were misidentified by U.S. intelligence prior to the war.

THE AMARIYA SHEUER

A campaign of this magnitude simply could not have been conducted 
without at least a few things going wrong. An intelligence failure was 
responsible for what would become Iraq's biggest propaganda windfall 
of the war, the destruction of the Amariya bomb shelter. Otherwise 
known as Department of Civil Defense Public Shelter #25, the Amariya 
shelter in the suburbs of Baghdad was used by Iraq's upper class, 
government officials and their families. Unfortunately, it was also 
being used as a communications center by the military.
Built initially during the Iran-Iraq war as a bomb shelter, the 
Amiriya shelter was subsequently converted into an electromagnetic 
pulse (EMP) hardened communications facility. In the war of words 
which followed the
attack, U S officials were quick to point out that the facility had 
been fenced i n with barbed-wire and camouflaged. Fences and armed 
guards are not what one would rationally expect to find outside of a 
civilian bomb shelter.
The Amiriya command center had been identified as a possible target 
and placed on the ATO early in the campaign. When Iraq's principal 
means of
communication broke down, the shelter was activated as a secondary 
command node. Tragically, what the Black Hole fraggers did not know 
was that the facility was doubling as a civilian bomb shelter at 
night.
On 12 February 1991 at 0430 hours, a single F-117A sent two 2,000 lb. 
laser-guided smart bombs crashing through the camouflaged roof of the 
structure. Penetrating the hardened concrete ceiling, the bombs 
detonated several floors down. Instantly killed in the blast were 
between 300 and 400 Iraqi civilians. The removal of their remains was 
broadcast live over Iraqi and U.S. television the next day.
An example of an equipment failure took place less than two days later 
during a raid on the bridge over the Euphrates river at Fallujah. Many 
Iraqi civilians were reportedly killed when a laser guided "smart 
bomb" proved not to be so smart and landed in a crowded marketplace. 
On 14 February, a RAF Tornado struck the bridge being laser designated 
by an RAF Buccaneer. One bomb failed to guide properly and landed some 
800 yards east of the actual aiming point. Subsequent reports of at 
least 130 dead could not be confirmed.
The heavy! continuous bombing in the aftermath of these two incidents 
was beginning to generate sympathy for Iraq. The perception was that 
we were now merely "bouncing the rubble" and causing needless civilian 
suffering. International concern was growing that the U.S. was 
exceeding its U.N. mandate and destroying the country. It is notable 
that countries expressing the most concern were located the farthest 
away from Saddam. Very little compassion was being shown by Iraq's 
neighbors because perhaps they knew something the rest of the world 
didn't.
In a long war such as Vietnam, losing the propaganda battle had been 
our undoing. Collateral damage done to North Vietnam had led to 
charges that the U.S. was guilty of genocide. Clearly, the Iraqi 
leadership had studied the legacy of our involvement in Vietnam. By 
selectively showing damage to civilian residential areas, the Iraqi 
government was making use of its only truly effective weapon against 
our air campaign. Hussein was gambling that elements within our own 
society would force a premature cessation of the bombing campaign. Had 
the ground war not been so decisive, Hussein may have ultimately been 
proven right.

GULF WAR COMMENTARY

Now you must  be the thunder and lightning behind Desert Storm."
--General Norman H. Schwarzkopf

Although MicroProse's F-15E Strike Eagle 111 is intended to simulate 
the contributions of a single aircraft, much of the design effort went 
into developing an accurate campaign environment. It was evident from 
the start that the Iraq scenario would have to take into account the 
larger context of air power in general. If nothing else, it may give 
you something to think about while seated in your cockpit on those 
long missions over Baghdad.
Desert Shield/Storm was such an anomalous event that it defies 
critical analysis in many respects. However, as the next millennium 
looms near, it will inevitably be studied as a model for conducting 
21st century warfare. In the short time that has elapsed since the 
actual event, much has been written trying to place the war in proper 
historical perspective. The same people who before the war were 
predicting chemical devastation and horrendous American casualties are 
now writing post-war critiques. It is safe to say that most civilian 
writers are as far off now as they were before the war. By focusing on 
the sensational, they have missed the obvious.
F-15E missions did not just occur in a vacuum and in fact the whole 
theory behind the use of air power underwent a radical reevaluation 
during Desert Storm. Coalition pilots came close to realizing the 
dream of all air enthusiasts since Giulio Douhet wrote his treatise, 
The Command of the A r, in 1921. For the first time in history an 
entire nation was being defeated by men attacking from the air.
Having said that, it is important to realize the danger in making 
definitive conclusions based on our experience in Desert Storm. While 
the Persian Gulf conflict contained universal elements common to all 
wars, Desert Storm was an event unlikely to be repeated. For one 
thing, the Coalition faced an enemy which by the stupidity of its 
leaders, cooperated in its own destruction. The ineptitude of Saddam 
Hussein on a strategic
level was astounding. Any operational analysis based on performance in 
Desert Storm is bound to be misleading if used to portend future 
conflicts.
Currently there is an ongoing debate within military circles over the 
effectiveness of the strategic air campaign, i e hitting targets 
within Iraq. While the efficacy of the tactical air support is not 
disputed, the necessity of bombing all those strategic targets is 
being criticized. The central point of the argument is that the Iraqi 
army collapsed as a result of direct airstrikes and that the effort 
spent on hitting strategic targets was wasted. Furthermore, air assets 
utilized in the strategic campaign would have had a far greater effect 
had they been used in a tactical support role from day one. Lastly, 
and perhaps the salient point of the discussion is that the strategic 
bombing campaign had little correlation to the eventual outcome of the 
war.
Advocates of this position make valid points. Obviously, seeing your 
unit pounded into dust by tactical bombing will have a greater effect 
on morale than concern over targets being hit far off behind the 
lines. Troops at the front might even take some comfort in knowing 
that not everything is going to be thrown at them.
The counter to this argument is that the Gulf War provided the United 
States and its allies the chance to eliminate Iraq's potential to 
build nuclear weapons. By degrading the overall military 
infrastructure the Coalition was also seeking to redress an imbalance 
of power in the region. These reasons were at least as important as 
forcing the Iraqi army out of Kuwait. The strategic campaign against 
Iraq fulfilled a dual role that could be achieved no other way.
There is an old maxim which goes, we learn the most from our mistakes 
. But as human beings, we have a tendency to stick to what works with 
the attitude if it ain't broke, don't fix it. Military planners are 
caught somewhere in the middle. On the one hand, it is hard to argue 
against success, but if the past has taught us anything, it is that no 
war is ever fought like the last. History books are filled with 
examples of nations being defeated because they used tactics carried 
over from the previous conflict.
The Gulf War is no different in this respect. The strategies and 
tactics used successfully by the Coalition will ultimately have a 
short shelf life. Most of the lessons learned during the war will be 
recognized in time as unique to this conflict. Over 100,000 combat 
sorties were flown in support of Operation Desert Storm. Only 28 U.S. 
fixed-wing aircraft were lost for an unbelievably low attrition rate 
of 0.03%. A rate this low is unlikely to be matched in any future 
conflict.

In the Desert Storm scenario, you will be called upon to perform many 
of the missions actually conducted during the war. Seated in your F-
15E at Al Kharg, you and your "Wizzo" will have one last chance to go 
over the upcoming mission. On route to the target a myriad of 
technical sensors and electronic devices are working automatically to 
make your missions go smoothly. Still, success will depend in large 
degree upon your piloting skill.
The focus of your missions will be delivering ordnance on a variety of 
Iraqi targets, both strategic and tactical in nature. This is not to 
say that the air to air threat is missing, it isn't. The few Iraqi 
planes that do manage to get off the ground are usually flown by their 
top pilots. Even though they are Iraqi and not Soviet pilots, a MiG-29 
is a MiG-29. You fly the plane, let your Wizzo lock 'em up.
Certain missions require that you go "downtown" into the heart of 
Baghdad and the heaviest concentration of triple-A in the Gulf region. 
Other missions, such as interdiction strikes on roads and bridges are 
less risky but no less demanding. Scuds remain a priority target. 
Anti-Scud patrols may be less glamorous than streaking over Baghdad 
but you

F 15 OVER BAGDAD
already know how important these missions are. You may not get them 
all but every Scud site or launcher you knock out is one less Saddam 
can use to terrorize innocent civilians. How's that for job 
satisfaction?
One final word about ground strikes. Even though your ordnance 
consists of precision guided munitions, accidents do happen. Central 
Command is counting on you to be extremely careful when delivering 
ordnance. You have already read how collateral damage is used by the 
enemy to wage a propaganda war back home. Don't make Hussein's job any 
easier. Avoiding civilian casualties and limiting collateral damage 
are paramount issues. Even if it means taking the long way towards a 
target, avoid extended flights over major residential areas where 
possible.

FUTURE MILITARY CONFRONTATION
The extent of Iraq's nuclear program is still being uncovered more 
than a
year after the Gulf War. United Nations inspection teams continue to 
turn
up elements of the program which were untouched by the war. Even more
disturbing is Iraq's refusal to allow inspection teams access to 
certain
facilities labeled as "agricultural plants." Given what we know about 
Iraq's elaborate deceptions, it should come as no surprise that 
documents relating to nuclear weapons production are stored in the 
Agriculture Ministry.
By standing up to the United Nations, Hussein will once again win the 
propaganda war even if Iraq suffers retaliatory damage. This time the 
United States will be unable to restrain Israel and ground combat in 
western Iraq will likely ensue. Unfortunately, the only way this 
crisis will probably be resolved is by the death of Saddam Hussein, 
natural or otherwise. The Middle East is a powder-keg even on a good 
day without having to deal with an unstable despot in command of 
nuclear weapons.
A resumption of this conflict is likely to follow a far different 
pattern than the previous campaign. The United States will once again 
rely on airstrikes against Iraqi production facilities and military 
installations. As before, wholesale military occupation of Iraq will 
be impractical even if sufficient ground forces remained in theater. 
Strategic bombing will once again become the UN's only viable leverage 
over the Iraqi warlord.
After having agreed to permit Iraqi helicopter flights during the 
cease-fire negotiations, on 27 August 1992 at 1015 hrs (EST) the UN 
imposed a "No-fly Zone" over Iraq south of the 32nd parallel. 
Continued Iraqi human rights abuses against rebellious Shi'ites in 
southern Iraq had proven to be an embarrassment to the U.S 
administration. The post-war bungling that allowed Hussein to massacre 
and make refugees out of tens of thousands of Kurds would not be 
repeated.
The Shi'ite population is centered in salt-marsh areas south of Basra. 
Unable to reach them on the ground, the Iraqi military began using the 
remnants of its air power to strike at them. With the institution of a 
No-Fly Zone, the U S and its allies are effectively providing an 
active CAP over southern Iraq. Until now, Iraq has not sought to 
challenge U S aircraft south of the parallel. There have been a few 
exceptions, however, mainly lone MiGs intentionally straying close to 
the Zone.
Should a major violation of the No-Fly Zone occur at some point in the 
future, F-15s will undoubtedly become involved. The unsurpassed 
accuracy of the Eagle, coupled with its excellent defensive ability, 
makes this aircraft the logical choice for payback.
PRE-WAR IRAQI ORDER OF BATTLE
GROUND UNITS:

Regular Ground Forces: 6 Armored divisions, 3 Mechanized Infantry
divisions, 1 Naval Infantry division, 10 Motorized Infantry divisions, 
17
Infantry divisions, 14 Reserve Infantry divisions, 1 Air Assault 
Brigade

Republican Guards: 2 Armored divisions, 1 Mechanized division, 1 
Motorized Infantry division, 3 Infantry divisions, 1 Special Forces 
division, 2 Surface-to-Surface Missile Brigades (Scud, FROG)

Major Equipment: (5500) MBTs T55/62/72, (2000) AFVs BMP, M-113, EE-11 
URUTU,BTR50/60/152,(2000)SPA and towed artillery pieces 85/ 
100/122/130/152mm. 155GCT SPA. BM-21. ASTROS ll

NAVAL UNITS:

(1) Training Frigate, (6) Osa 1, (4) Osa ll, (4) ZHUK patrol boats, 
(3) SO1 patrol boats, (2) Poluchat class patrol Boats, (1) T-43 
minesweeper/ layer, (3) Yevgenya class minesweepers, (4) Nestin class 
minesweepers, (3) Polnocny landing ships, plus several RO-RO cargo 
vessels

AIR FORCE:
Major Equipment: (250) MiG-21/23/25/29, (125) SU-7/20/24/25, (100)
Miraqe F-1, (12) IL- 76, (40) A-5 Fantan, (80) Jian F6 7, (8) AN-12, 
(12) AN-26

AIR DEFENSE:
Major Equipment: SA-2 316 71819114, Roland

Major Equipment

F-l5 NEARING KUWAIT CITY WATER TOWERS
11. KOREA: RETURN TO MIG ALLEY SCENARIO

HISTORY OF THE "FIRST" KOREAN WAR
KIM IL-SUNG INVADES SOUTH KOREA

On a sleepy Sunday morning in June 1950, North Korea flung 10 infantry 
divisions and more than 150 T-34 tanks south across the 38th Parallel 
into South Korea. In an effort to unite the two countries, the puppet 
government of Kim ll.-Sung had launched a surprise invasion. Only 
weeks before, the U.S. State Department had delineated those areas in 
the Pacific which it considered vital. The fact that South Korea was 
absent from the list was duly noted by the North Korean communists. 
Kim was convinced that he need not fear U.S. intervention.
Caught unawares by the ferocity of this massive assault the Republic 
of South Korea (ROK) was devastated. The ROK army was simply ill-
equipped to deal with the North Korean armor which spearheaded the 
offensive. By the end of July, over 40% of the South Korea army had 
been destroyed. United States ground forces stationed in-country were 
likewise swept aside. Largely a constabulary force, the troops in 
Korea had suffered due to budget cuts in the post World War lI 
demobilization. If South Korea was going to be held it would have be 
by outside forces.
The capital of South Korea, Seoul, was quickly taken by the North 
Koreans. Being located very near the border the city had little chance 
to prepare an adequate defense. As the ROK army broke apart and fled 
south, the United Nations voted to intervene in the conflict. NKPA 
forces, flushed with success, continued their push southward more 
concerned with speed rather than their safety.

"SPEED BUMPS"

U.S. troops were rushed to South Korea hoping to stem the tide but 
were committed piecemeal. Acting as "speed bumps" to slow the North 
Korean drive, units of the U.S. 24th Division were sacrificed in the 
process. By September, the remaining U.S. and South Korean forces were 
confined to an ever-shrinking slice of the peninsula known as the 
Pusan perimeter.
The USAF, like the army, had been ill-prepared to meet the communist 
invasion.  Nominal control of U.S. aircraft in the region was assigned 
to the Far Eastern Air Forces or FEAF (rhymes with leaf). In the 
preceding decade FEAF's only mission had been to provide active air 
defense for General Douglas MacArthur's ground forces in the Far East 
Command. Essentially a deterrent force, the FEAF had practiced little 
of the air to ground operations which it would soon be called on to 
perform.
The U.S. Fifth Air Force, FEAF's largest subordinate command, was 
stationed in the Japanese home islands. During World War II it had 
moved north from Australia with the U.S. island-hoping drive across 
the Pacific. The tactical fighter component of the Fifth Air Force was 
equipped primarily with F-80C Shooting Stars, F-51 Mustangs and F-82 
twin fuselage Mustangs. Two under strength squadrons of B-26s Invaders 
made up the Fifth Air Force's sole bombardment group.
The South Korean Air Force (ROKAF) at the start of the war consisted 
of 16 prop-driven aircraft and a total of 57 pilots. Only 39 of these 
57 pilots were considered fully trained. This meager force was caught 
and defeated on the ground during the first week of the war by Soviet 
built IL10s, heirs to the famous Sturmoviks of WW II. The North Korean 
Air Force then proceeded to place South Korean airfields near Seoul 
and nearby Suwon under aerial siege.
For the second time in nine years, the United States was surprised by 
a hostile power, attacking on a Sunday when vigilance was low. It 
showed that the military had apparently learned little from the 
earlier Pearl Harbor debacle. Despite the general East-West tensions 
in this era of no-notice atomic oblivion, U.S. forces in the Pacific 
were taken totally off guard.
B-29 Super-fortresses belonging to the Twentieth Air Force were 
hurriedly re deployed to Japan. These heavy strategic bombers, once in
theater, were wasted on tactical support missions such as hunting down 
individual truck and tank convoys. Direct ground support missions were 
flown by F-80 and F-82s operating from Japan. Lacking proper 
antipersonnel ordnance, F-82s would jettison their fuel tanks over 
enemy troop concentrations as makeshift napalm.

INITIAL ATTEMPTS AT INTERDICTION

Numerous bridges, railroad marshaling yards, dams and rail tunnels had 
been attacked by medium altitude bombing. But, the effectiveness of 
these strikes was open to debate. Since the USAF lacked adequate photo 
reconnaissance follow-up, bomb damage assessment was difficult.  
Ground tog and faulty maps certainly had a negative impact on the 
bombing campaign.
As ineffective as these tactics were, they were not completely without 
success. One of the most deadly air attacks of the war occurred during 
its first week. On 30 June, a flight of B-26s caught a North Korean 
column bottle necked at a downed bridge near Seoul. Flying wing-tip to 
wing-tip the B-26s dropped their entire bomb loads on the trapped 
column and destroyed hundreds of vehicles. In spite of these sporadic 
air attacks, North Korean armor remained road bound and presented the 
Fifth Air Force with excellent targets throughout their offensive.

KIMPO AND SUWON AIRFIELDS

The hasty retreat of UN and ROK ground forces toward Pusan however, 
placed the defense of South Korea in jeopardy. The two principal 
airfields in South Korea, Kimpo and Suwon were overrun early in the 
war. These two air bases were the only ones with airstrips long enough 
to support high performance aircraft. The third largest runway in 
South Korea was far to the south at Pusan. Unfortunately, its 4.900 
ft. paved surface was torn up by heavily laden transports bringing in 
much needed reinforcements.
The loss of Kimpo and Suwon forced a re deployment of all jet aircraft 
to bases in Japan. This had a severe effect on combat operations since 
the USAF's principal jet fighters had such limited ranges. For example 
the F80C "Shooting Star" the FEAF's principal fighter, at least in 
terms of numbers, had a combat radius of only 225 miles. Fuel 
consumption usually allowed the fighters only 15-20 minutes in a 
combat area before reaching "Bingo" fuel.

With this redeployment of jets taking place, F-51 Mustangs gained a 
new found prominence. As the commander of the Fifth Air Force put it, 
"One F-51 adequately supported and fought from Taegu airfield is 
equivalent to four F-80s based on Kyushu (Japan)." Relying on outdated 
equipment from the last war might have proved successful had not 
superior Soviet aircraft been introduced.
If control of the skies over South Korea was lost, the UN would be 
precluded from conducting the air missions which so far had been 
instrumental in staving off defeat. On a strategic level, the 
interdiction campaign had been the only means of slowing the flow of 
communist men and material into South Korea. Losing air superiority 
would also mean that the North Koreans would be given an opportunity 
to stage their own air attacks from captured South Korea bases.
The Fifth Air Force, recognizing this eventuality, shifted its 
emphasis from strategic interdiction to counter-air operations. The B-
26s and B-29s which had heretofore been used against troop movements 
made enemy airfields their primary focus. In a series of devastating 
raids on North

Korean airfields. the bombers forced the North Korean air force to 
withdraw their into Manchuria.

THE PUSAN PERIMETER

By August 1950, the NKPA had come perilously close to conquering South 
Korea in a single lightning campaign. All that stood between North 
Koreans and victory was the last ditch UN toehold around Pusan. 
Operating at the end of a tenuous lifeline stretching back to North 
Korea, it was imperative for the enemy to finish off the Pusan 
bridgehead before superior UN forces could arrive. For several weeks 
it appeared that the North Koreans were about to succeed. But the 
fruits of the interdiction campaign were becoming evident. Manpower 
and supplies simply could not reach the North Koreans around Pusan in 
sufficient amounts to allow them to mount the final effort.
The amphibious landing at Inchon came at a time when the North Koreans 
were already on the ropes. Having exhausted themselves in an

1 4 all-out effort to take South Korea, their army lay spent and 
broken. By the time the Inchon landings took place, UN forces 
outnumbered the North Koreans along the Pusan perimeter.
Contrary to popular belief, the Inchon operation had been preplanned 
since before the war. The Joint Chiefs of Staff had always intended to 
conduct a landing at Inchon in opposition to a North Korea drive 
southwards. The operation, which made a certain general famous, took 
place in September. Despite tricky currents and tides, the Marines 
gained a foothold and turned the tide of battle. Seoul was retaken by 
U.S. Marines and suddenly the North Koreans down south seemed 
desperately overextended.
As news of the Inchon landings filtered down to the North Koreans 
along the perimeter their morale finally gave way. Subjected to 
terrible bombing and lacking supplies, the North Koreans were routed . 
MacArthur's mishandling of the counter-offensive had allowed a good 
portion of the NKPA to escape but without question the UN was in 
position to occupy North Korea at its leisure.
UN ground troops closed in on the Yalu River border with China as 
winter drew near. MacArthur was insistent that China would not enter 
the fray and U.S. troops began looking forward to being home in time 
for Christmas. They had inflicted a disastrous defeat upon the enemy 
and considered the campaign concluded. Well, MacArthur was wrong.

CHINESE INTERVENTION

The Chinese had surreptitiously deployed over 300,000 "volunteers" 
inside North Korea by November 1950. After repeatedly warning the U.N. 
to stay away from the Yalu, China had decided to intervene in the 
conflict. Their massive armies tore into U U.S. units in the midst of 
their Thanksgiving celebrations. Their action saved the North Koreans 
from certain defeat and flung the UN forces fleeing headlong back into 
South Korea. There are perhaps no more poignant stories in the annals 
of military history than the saga of the frozen retreat from North 
Korea.
U.S. Army and Marines salvaged what they could and staged a fighting 
withdraw back down the peninsula. Many units still were cut off by the 
speed of the Chinese advance and had to be evacuated by sea. For the 
second time in the war Seoul was taken by the enemy. The Chinese
offensive however, had been slowed by USAF bombing just as the North 
Koreans before. The communists had once again outrun their ability to 
supply their troops at the front.
UN forces were able to establish a firm front along the narrow waist 
of Korea just south of Seoul. Any further Chinese attacks were met 
with determined resistance and thrown back; UN counter-attacks were 
similarly unsuccessful. There were now too many troops on both sides 
of the lines to make a war of maneuver possible . A maximum effort by 
the UN had barely managed to retake Seoul and suffered heavy 
casualties. By July 1951, both sides now recognized that the mobile 
phase of the Korean war had ended.
As the war entered this new phase, the prospects for either side 
achieving a decisive victory were slim. There were only two choices 
remaining; either continue the war under conditions reminiscent of 
World War I or opt for a negotiated settlement. Since the use of 
atomic weapons would mean an intolerable escalation of the conflict, a 
stalemate was inevitable.
After ranging up and down the peninsula for almost eighteen months, 
the war was going to have to be settled at the bargaining table. With 
MacArthur relieved of command by presidential order, the way was 
cleared for the diplomatic wrangling to begin. The unanswered question 
was at what point would the combatants decide that they had suffered 
enough and discuss terms for a cease-fire. The agreement would only be 
reached after both sides incurred hideous casualties in pre-cease-fire 
positioning.

AIR WAR OVER KOREA

"The Air Force is on trial in Korea."
--General Hoyt S. Vandenberg
Air Force TCS

North Korea began the war with 78 YAK-7Bs,30 PO-2s, and 70 IL-10s, all 
of which were prop-driven relics of the last war. Most of these 
aircraft were destroyed during the Fifth Air Force's early counter-air 
operations in 1950. Once that was accomplished, air supremacy was 
easily maintained by continually pounding North Korean airfields.

150

In the face of the UN fall counter-offensive in 1950, the Soviet Union 
undertook a massive effort to supply their communist brethren with 
first rate jet aircraft. The Chinese Communist Forces (CCF), which had 
entered the war in November, received the first of 3,000 aircraft 
promised by Moscow.

THE MIG 15

Many of the new fighters reaching the Chinese were MiG-15s, the Soviet 
Union's hottest new interceptor. Its combat debut proved that the MiG-
15 was without equal over Korea. Overnight, the F-80s and F-82s were 
being challenged by an opponent which could out dive and out turn 
them. The MiG-15 was also good 100mph faster in level flight than 
anything it would happen to come across. USAF Mustangs now flew over 
the battlefield at their peril.
The Fifth Air Force faced a window of vulnerability which would only 
be closed by deploying a fighter capable of taking on the MiG-15. 
Thankfully, as the Chinese armies plunged southward during the winter 
of 1950-51, the expected communist "aerial offensive" never 
materialized. It is possible that the CCF was reluctant to expose its 
aircraft to UN counter air measures. More likely, the CCF was afraid 
that staging its air power outside of Manchuria might be viewed as a 
serious escalation of the war.
American ground troops were unaccustomed to not being able to call on 
air support. Communist leaders were unsure exactly how the U.S. would 
react to being subjected to a savage air campaign. Such an escalation, 
the Truman administration darkly hinted, could possibly lead to atomic 
retaliation.
The Chinese and North Koreans were not the only participants in this 
war to fear escalation. The United States was also concerned that 
provocative actions by its air force might lead to a general widening 
of the conflict. One of the most controversial decisions of the war 
had to do with
the bombing of the infamous Yalu River bridges.
The Yalu River forms the northern border separating Chinese Manchuria 
from North Korea. When the Chinese army launched its campaign, the 
twelve major road and rail bridges over the Yalu provided the only 
means of supplying their massive army inside North Korea. Naturally 
these supply bottlenecks would have been excellent targets for UN 
interdiction missions.

The MiG-15 made its combat debut during the Korean War. It came as 
quite a shock to the USAF whose prop-driven fighters were quickly 
routed off the battlefield. Ordered into production in 1948, these 
aircraft were flown from the assembly line straight into combat. In 
response, the United States began to offer a bounty for each MiG-15 
pilot who defected with his aircraft. Known as Project "Moolah", the 
scheme was successful in bringing in a few stray MiGs.
The F-86 Sabrejets were able to incorporate design features copied 
from the defector's aircraft. Although the MiGs had their own 
limitations, they were an even match for the Sabrejet. Quick and very 
maneuverable, the MiGs also packed a more powerful punch. The F-86 
Sabrejets were under gunned but benefited from a stabilized gunsight 
that the MiGs lacked. Only the advanced level of pilot training and 
tactical co-ordination allowed the F-86 to compete successfully for 
control of "MiG Alley."
Sabrejet pilots would be astounded at the array of sophisticated 
targeting and flight systems available to the Eagle drivers. The 
cockpit would be totally alien and unfamiliar place. The same would be 
true for the MiG-15 pilot stepping into a Fulcrum for the first time.
As the century comes to a close, it remains a tight race for air 
supremacy. Again the clean, aerodynamic lines of the MiG-29 and F-15 
give an external appearance of similarity which belies their internal 
differences. The long range capabilities of these aircraft tend to 
make maneuverability a moot consideration . Rather than compare flight 
envelopes, in the 1990s we tend to think in terms of systems, radars 
and weapons. The aircraft itself is only thought off as the vehicle 
providing mobility to these systems. As before, the deciding factor in 
air combat may come down to simple pilot training and individual 
skills.
As tempting as these targets were, UN aircraft were forbidden to bomb 
that close to the Chinese border. Using the standard iron bombs of the 
day, the United States was unwilling to undertake the considerable 
risk of collateral damage within China's national boundary.
The chance of inadvertently straying into Chinese airspace would be 
great on such missions. Since the Yalu river formed the border, USAF 
bombers would be forced to make their approach runs at a perpendicular 
angle to the bridges. The chances of scoring hits on the bridges using 
this type of attack profile were minimal. The better method of attack 
using unguided munitions would have been to approach along the bridge 
axis. Pilots would certainly have had to cross into Chinese airspace 
to carry out these attacks, either on the bombing run or while 
exiting.

THE 4TH TFW ENTERS MIG ALLEY

With the introduction of the MiG-15, the hotly contested area 
surrounding the Yalu River quickly became known to U.S. pilots as "MiG 
Alley." The USAF responded to the MiG-15 by sending the 4th Fighter-
Interceptor Wing and 27th Fighter-Escort Wing to Korea. These units, 
made up of F84E Thunderjets and F-86 Sabrejets, were given their 
movement orders on 8 November. The 4th Fighter Wing, stationed in New 
Castle County Airport in Wilmington, Delaware, flew to San Diego where 
it was put aboard ship. By 15 December, F-86s from the 4th Fighter 
Wing were flying CAP over northwestern Korea, the heart of MiG alley.
The MiG-15 could claim a marginal superiority over the F-86 at high 
altitudes. Being lighter, the MiG could climb somewhat faster and had 
a higher operational ceiling than the F-86. The MiG's swept-wing 
design gave it a top end speed of almost 660 miles per hour. On a good 
day with an experienced pilot behind the stick, the MiG could hold its 
own. The F86, on the other hand, was more suited to lower altitude 
combat. The plane picked up momentum in a dive like a falling safe but 
tended to bleed off energy quickly once returning to level flight. In 
combat the F-86's .50 caliber machine guns lacked the punch of the 
MiG's cannons but could still shred an enemy aircraft in seconds.
The 336th Squadron, partially based at Kimpo, got its first recorded 
MiG-15 kill on 17 December only days after arriving in country. The 
other two squadrons, the 334th and 335th were stationed outside of 
Tokyo.

152 These squadrons had to make the long flight to Korea and back on 
each mission. By the end of the year (1950), the 4th Fighter Wing had 
racked up 234 counter-air sorties and claimed eight confirmed MiGs 
shot down.

POLITICAL CONSIDERATIONS

Along the length of "MiG Alley" Chinese MiGs would climb above U.S. 
patrols while still inside Chinese airspace. Having reached a position 
above and behind, the MiGs would then dash across the border to strike 
the U.S. formations from a point of maximum advantage. Making only a 
single pass, they would "blow through" and then dash to safety over 
the border. Although MiG pilots tended to rely on slashing attacks 
from above, the plane was actually more suited to horizontal 
engagements.
Chinese MiGs were also making life uncomfortable for the multiengined 
bombers performing missions near the border. The favorite tactic was 
again to use Chinese airspace to reach a superior altitude. Once in 
position the MiGs would dive on the bomber formations and convert that 
dive energy into speed for the quick getaway back over the border.
Fuel consumption, which placed severe restrictions U.S. fighters, was 
not a concern for the MiG pilots. The Chinese established major 
airfields literally only minutes from the border. Antung (Dandong) air 
base located at the mouth of the Yalu was particularly active during 
this period. MiGs from this base took a heavy toll of B-29s on bombing 
raids near the border.
USAF pilots were expressly prohibited from engaging in "hot pursuit" 
into Chinese airspace. In effect, the MiG-15s were given safe conduct 
passes back to their Manchurian airfields. Despite the handicaps, UN 
pilots made a good showing for themselves. Superior training and 
coordination more than made up for the deficiencies. By the end of the 
war, UN pilots had destroyed over 800 MiG-15s in air-to-air combat 
while losing just over a hundred of their own. By 1952, UN pilots were 
enjoying a kill ratio of well over 13-1.
Even without being able to strike the Yalu bridges, the restrictive 
nature of North Korean terrain allowed the strategic bombing campaign 
to concentrate on just a few access routes. The mountainous regions 
and swift moving rivers confined supply columns to the easily 
identified road network. UN aircraft kept up continuous patrols over 
the network of roads
and immediately pounced on any Chinese that happened along. As the UN 
retreat from North Korea was taking place, the Chinese were decimated 
as they attempted to pursue.
Even though the communist ground offensive had slowed, the intensity 
of the air war had not. In fact, MiG pilots were becoming even more 
aggressive. The B-29 bomber streams flying night missions for safety 
now found themselves being engaged by night fighters. Communist radar 
stations were being established in North Korea to help direct the MiGs 
to their targets.
As the ground war spilled into South Korea, communist aircraft began 
to experience the same problems that had plagued UN pilots. Having to 
travel further to and from their Manchurian bases to reach the front, 
the MiGs had less time to spend over the battlefield. Flying outside 
the proximity of their Manchurian safe havens, the MiGs suffered 
accordingly. UN pilots maintained their control of South Korean 
airspace during daylight hours. Night was more of an even contest due 
primarily to the universal lack of effective night fighting equipment.

IN SEARCH OF A MISSION

Communist intransigence over terms for a cease-fire left military and 
political leaders looking for ways to employ their air power. One 
faction believed that air power could only anger the communists and 
keep them away from the bargaining table. Another faction believed the 
opposite, that increased pressure would force an armistice. The 
question remained how best to utilize aircraft and against what type 
of targets?
With the communist drive halted near the 38th Parallel, UN strategists 
in 1952 were forced to recognize that air power alone was unlikely to 
force the Chinese to come to terms. For one thing, North Korea 
received all its military equipment from outside sources. It did not 
have an indigenous industry capable of supporting the war effort. 
Hence, there was nothing to knock out that might cause a surrender.

"OPERATION STRANGLE"
The best air power was likely to achieve in 1952 was a continued 
campaign
of interdicting communist supply routes. It was realized that this 
effort

1 53 would not entice the Chinese to negotiate but it would forestall 
a renewed offensive until a solution could be found. The USAF had 
devised a massive campaign against the North Korean rail net and 
logistical support system known as "Operation Strangle" The campaign 
was a repeat of the interdiction effort directed against roadways 
early in the war. For ten months, UN pilots laid siege to communist 
rail lines. Strangle failed due largely to the ability of peasant 
workers being able to repair the rail lines just as fast as they were 
destroyed.
In March 1952, Operation Strangle was replaced by a new tactic. 
Instead of interdicting wide areas of railroad, UN bombers were to 
concentrate on specific two-mile long sections of track. The idea was 
to obliterate sections of the railway rather than just causing 
temporary damage. The change in tactics was given the code name 
"Operation Saturate." Unfortunately, communist workers proved too 
adept at repairing bomb damage. Heavy losses inflicted by triple-A 
forced a cancellation of interdiction efforts by the strategic bomber 
force.
With the armistice talks stalled and the failure of Strangle and 
Saturate, attention turned to a resumption of strategic bombing. From 
May 1952 until the end of the war, massed bomber formations were sent 
over North Korea to pressure the communists into accepting cease-fire 
terms. The air campaign toward the end of the war resembled the final 
days of World War ll. Strategic bombing could not win a war alone, but 
it could be used effectively as a political weapon of persuasion.

_ RETURN TO MIG ALLEY: SCENARIO _

Due to his advanced age, the death of Kim ll-Sung had hardly come as a 
surprise to anyone in North Korea. As happened with Japan's former 
emperor, Hirohito, the national leadership was paralyzed while in the 
midst of a death vigil. The portly, double-chinned dictator left North 
Korea without a clearly defined transfer of power.  Kim had, after 
all, ruled the country ever since World War ll. His xenophobic brand 
of Stalinism had kept an iron grip
on government aided by an army of secret police and paid informants.
Though espousing the communist line, Kim ll-Sung had been a monarch in 
everything but name. While living, Kim had done his best to insure 
that the mantle of government would be passed along to his heir.
F 15 IN THE HILLS OF KOREA

His son, the younger Kim, fancies himself a modern-day Alexander the 
Great, eager to assume his father's position and titles. And just as 
Alexander's father Philip had bequeathed him the Macedonian phalanx, 
the elder Kim had left behind a phalanx of Soviettanks and aircraft. 
Thanks to his father's adroit diplomatic skill at playing China and 
the Soviet Union against one another, young Kim stood to inherit an 
awesome military machine.

THE PRODIGAL SON

Like all ambitious sons, the young Kim aspires to surpass even his 
father's former glory. Having had many years to silently contemplate 
this moment, he has moved swiftly to eliminate his opposition within 
the party apparatus. He will succeed where his father had failed and 
in so doing, he will be the one people remember, and not his father.
Gone are all those men who fed their personal ambitions by orbiting 
around his father. Gone too, are all those in the cabinet who 
counseled moderation. Just as his father before him, Kim alone knows 
what is best

1 54 for the Korean people. Taking his cue from the success of German 
reunification, Kim has decided to bring together north and south, 
under his leadership, of course. By merging the populous south with 
the industrial north, Kim's plan is to forge an economic powerhouse 
more powerful than any other along the Pacific rim.
Although the Japanese were far ahead for now, he mused, their society 
was fast becoming too decadent and westernized. In Kim's mind, as the 
Japanese people begin to demand the fruits of their economic miracle 
and decades of hard work, they will become soft. Just as the 
capitalist West had allowed the Japanese to overtake them, Korea would 
in turn displace the Japanese. Like the Americans who had allowed 
their industrial base to erode into a service economy, the Japanese 
would do the same. Human nature and the pursuit of luxury would do his 
work for him.
Naturally he could not expect to walk into South Korea unopposed. 
South Korea governments had provided the people with a modicum of 
personal liberties and a standard of living that most found 
acceptable. His biggest allies inside South Korea were leftist 
agitators on university campuses. Using student demonstrations to 
ferment unrest was an inexpensive means of shaking up the government. 
Continued student demonstrations turned into serious civil 
disturbances requiring the government to react, sometimes violently. 
The students repeatedly protested against U.S. "imperialism" and 
called for reunification. Having been financed and supported by North 
Korean "bagmen," the demonstrations were certainly giving Kim his 
money's worth.

NORTH KOREA'S NUCLEAR THREAT

Over the past decade, the North Korean nuclear program had progressed 
smartly. It had benefited by not being in the spotlight of world 
attention as had certain Middle Eastern nations. Because of oil, the 
United States had become intimately familiar with the Arab world. 
Lacking oil, most Americans couldn't find North Korea on a map.
Except for a couple of back-page newspaper articles, the North Korean 
nuclear complex at Yongbyon had been constructed and brought on-line 
with little fanfare. Using a tributary of the Chongchon for reactor 
coolant, Yonqbyon had for many months been processing weapons-grade
plutonium from nuclear waste. Because of the North Korean penchant for 
burying their facilities, most of Yongbyon was underground, away from 
prying eyes.
The overall military and political strategy of North Korea could make 
little use of the nuclear weapons being produced. It was hard to 
envisage a situation where nuclear weapons would be used against South 
Korea, the very territory they hoped to occupy intact. Possession of 
nuclear weapons for their deterrent effect was also discounted. Even 
Kim ll Sung was not so deluded as to believe that the Soviet Union, 
United States or even China would be deterred by North Korea's tiny 
nuclear arsenal. Lacking a capability to deliver nuclear weapons out 
of theater, North Korean was inviting retaliatory destruction just by 
possessing them.
Why then, a nuclear weapons program? For North Korea, the whole point 
of their nuclear program was to produce weapons to be sold abroad. Of 
course North Korea might keep one or two low yield tactical warheads 
on hand, but for the most part nuclear weapons were built to sell. The 
money or bartered goods these weapons could bring would then be used 
to buy more useful conventional arms. With the Soviet military now 
holding a garage sale, North Korea would be able to re-equip itself on 
the cheap.

THE IRAQI CONNECTION

One of the best potential customers was Iraq. Following the Persian 
Gulf War, Iraq's own nuclear weapons program lay in ruins. Its most 
crucial facilities been leveled during the war. After the war, UN 
inspection teams uncovered additional facilities untouched by the 
bombing. With the world now alert, rejuvenating Iraq's nuclear program 
would be impossible. A startup program would be too visible and just 
too costly. The fastest and safest way to acquire nuclear weapons from 
now on was to buy or steal them.
Although details are quite sketchy, it appears that a number of Iraq's 
special service operatives were caught inside the former Soviet Union 
trying to capture a special weapons storage complex. Apparently, a 
fire fight erupted between the Iraqi commandos and a Soviet security 
detachment. The security force was only able to gain the upper hand 
following the explosion of an Iraqi transport loaded with ammunition. 
The majority of the commando team went up along with the plane. The 
remaining Iraqis were captured and killed outright or taken in for 
interrogation.  The raid had left a lot of Russian soldiers, most of 
them teenagers, lying dead on the ground. Moscow was not happy. Many 
of the captured Iraqi commandos were in for a rough time. Vae Victus. 
Having failed in their attempt to steal a warhead, the Iraqis made 
secret overtures to the North Koreans. Since both governments were 
diplomatically isolated on the world stage, they found it easy to 
accept that fate had joined their two countries in this venture. A 
sales agreement was signed whereby North Korea agreed to deliver two 
40 kiloton warheads along with mating schematics for Iraq's Scud 
missiles.
The purchase price was a minimum of 140 million barrels of Iraqi crude 
to be delivered over the next five years. In addition, North Korea 
would receive technical assistance in constructing a super gun like 
the one destroyed by the U.N. inspection team. Finally, North Korea 
would receive $1.2 billion dollars equivalent in U.S. currency upon 
receipt of the first warhead.

A FATEFUL VOYAGE
The first of the two warheads was loaded aboard a North Korean tanker, 
the C'huche, at Namp'o naval base less than a month after the 
agreement was signed. $1.2 billion would buy a lot of Soviet hardware 
and the young Kim was in a hurry. The C'huche, meaning "self-
reliance," set sail for the Persian Gulf at a leisurely 15 knots 
trying to appear as inconspicuous as possible. On the return trip it 
would be loaded with Iraqi crude oil to further the deception.
Unbeknownst to the North Koreans, the tanker was being tracked by a 
U.S. Lacrosse surveillance satellite from the moment it left port. In 
a rare successful use of HUMINT resources, the National Security 
Agency (NSA) based at Fort Meade, Maryland had gotten wind of the 
transaction. Disgruntled members of Kim's ousted cabinet eager to see 
the usurper disappear had passed the information to U.S. officials.
Four days out of Namp'o, the C'huche was intercepted by surface
elements of the U.S 7th Fleet. CH-53s (Sea Stallion) helicopters from 
the USS Peleliu, a Tarawa class LHA, dropped a Navy SEAL team directly 
on the tanker's spacious deck. Making the actual stop were two 
Spruance class destroyers, the John Young (DD 973) and Ingersoll (DD 
990). Covering the operation from a distance was the Thomas S. Gates 
(CG 51), a Ticonderoga class guided-missile cruiser. Its powerful 
Aegis radar kept a constant vigil during the entire boarding 
procedure.
A nuclear device was located in the tanker's hold and removed by 
Explosive Ordnance Disposal (EOD) trained SEALs. In a tense transfer 
operation, the warhead was hoisted aboard one of the Sea Kings and 
flown directly to the Peleliu. U.S. Marines then boarded the C'huche 
and conducted a thorough top to bottom inspection. At the conclusion 
of the operation, ship and crew were allowed to continue.
Howls of protest and cries of international piracy immediately came 
from North Korean diplomats worldwide. To anyone who would listen, the 
North Koreans promised that this act of blatant theft would not go 
unpunished. While steadfastly denying that a nuclear weapon had been 
recovered, Kim charged the U.S. with deliberately interfering with 
North Korea's right to free trade on the high seas.
The Korean threats were viewed seriously by the administration but 
government officials believed they were prepared to deal with any 
eventuality. The State Department was quick to post travel advisories 
in its embassies and government employees were asked to delay their 
travel plans. The travel advisories were then very quickly made 
available to the general public. No one wished to repeat the 
controversy surrounding prior notification that occurred following the 
post-Lockerbie revelations.
Several days after the tanker was stopped, a South Korean freighter 
suddenly and mysteriously exploded in the Sea of Japan. Although 
rumors of sabotage were tossed around, one unconfirmed report 
mentioned witnesses seeing torpedo tracks. The report of a submarine 
was met with a good deal of skepticism until a second freighter blew 
up one day later.
Both the U.S. and South Korean governments lodged formal complaints at 
the United Nations in New York. North Korea, through its 
intermediaries, vehemently denied complicity in the sinking of the two 
freighters. It blamed the loss of these two ships on the South Korean 
government. According to the North Koreans, South Korea was engaged in 
planting contact mines off its coast. Undoubtedly, the two ships were 
lost as a result of premature detonations of the mines they were 
carrying.
Satellite reconnaissance of North Korean ports, however, showed that 
North Korean submarines were out in force. As a precautionary measure 
U.S. P-3 Orion sub-hunters began doubling their daily sweeps from 
their bases in Japan. With two ships lost in as many days, Lloyd's 
brokerage in London was threatening to suspend its underwriting of 
civilian merchant shipping entering the Sea of Japan.

After two days of stepped up efforts, a magnetic anomaly detection (or 
MAD) contact was finally made by an Orion crew some 220 nautical miles 
northeast of Wonsan. The P-3 bracketed the underwater contact with a 
neatly spaced double-row of sonobuoys set to active ping. Almost 
immediately the contact began evasive maneuvering but it was too late. 
Caught moving parallel to the buoys, the contact's revved-up prop 
returns identified it as a Whiskey class diesel-electric boat.

THE DEATH OF RENO ZERO ONE

As the P-3 crew (designated RENO 01) continued to work the sub 
contact, an AWACS flying out of Misawa AB, Japan detected a pair of 
"bogeys" closing in on the sub-hunter from the north . The female 
controller's steady voice was easily recognizable above all the 
extraneous chatter.

"RENO 01, This is FREEBIRD. Hot Dog, Hot Dog, Hot Dog....Bogies 
bearing 327, Angels 5 at 100 miles."
"FREEBIRD, this RENO 01. Authenticate Bravo Thr..."
"Authenticate nothing, RENO 01. Clear outta' there. You've got a pair 
of MiGs in the neighborhood and headed your way. Come right to a 
heading of 125, that'll put 'em in your seven 'o clock "
"Roger, FREEBIRD. Can you call in some friendlies for me?"
"RENO 01, This is FREEBIRD. Already done. There's a couple of Eagle-
Charlies on the way at the speed o' heat. Should be there in five. "
"FREEBIRD, This is RENO 01. We just got a radar spike. I think they're 
really gonna' shoot Tell those guys to hurry up."

P3 ORION (RENO-01)
The intercept order had already gone out to the Ready Fives on the 
ground at Kunsan. It was clear that they would never reach RENO 01 in 
time. Even though the Orion pilot had gone to full military power and 
was receiving guidance from the AWACS, the bogies' closure rate was 
just too high. The P-3 would not get away.
At a range of 40 nautical miles, two MiG-29A Fulcrums locked-up the 
slow moving sub-hunter on their "Slot Back" pulse-Doppler targeting 
radar. Closing to eight nautical miles the lead aircraft let loose a 
pair of AA10 "Alamo-A" radar guided missiles. The J-band seekers in 
the missiles' nose cone would have no trouble in distinguishing the 
target. The radar cross section of a P-3 would look like a barn door 
to the missile's microchip brain. As the first AA-10 slammed into the 
plane's mid-section the second buried itself in the starboard wing 
before exploding.
RENO 01 immediately went into a 45 degree right bank and nosed over. 
It hit the water at over 300 knots, cart wheeled, and broke apart. The 
AWACS controller solemnly watched her screen showing the two MiGs 
retreat back into North Korean airspace and land at Toksan airfield 
outside of Hamhung. Two F-15Cs reached the sinking wreckage within 
minutes only to report back that no survivors were sighted.
Diplomatic communications between the White House and government 
ministry building in Pyongyang all but ceased. Instead, a heated 
series of back channel exchanges took place, full of charge and 
countercharge.  The players weren't out to score debating points 
though;  American military personnel were dead and North Korea was 
going to pay. This wasn't some tree clearing incident along the DMZ. 
This had been a deliberate attack in international airspace.

HAIL TO THE CHIEFS

Back on the flight line at Seymour-Johnson Air Force Base in North 
Carolina, F-15Es belonging to the 335th Fighter Squadron or "Chiefs" 
were in motion . A major redeployment to Korea was about to get 
underway and the eagle-keepers had their hands full. Arcing skyward in 
the predawn hours off runway 08, F-15Es left Seymour-Johnson in 
flights of six at one hour intervals.
The first leg of the long flight to Korea would take them over the 
Great Lakes and then north into Canada. The F-15s would need to 
rendezvous

1 57 with at least four tankers before reaching their initial stopover 
in Alaska. As the lead group touched down on Elmendorf AFB's runway 
25, over on the right the morning sun was reflecting off Mt. 
Mckinley's snow-capped peak.
The stay at Elmendorf was a brief one for the 335th crews. The pilots 
and "Wizzos" had just enough time to catch a quick nap and maybe grab 
a Moose-nugget key chain from the local Base Exchange as a souvenir. 
Maintenance crews at Elmendorf worked feverishly checking and 
rechecking flight systems for the "feet-wet" leg of the trip to Korea. 
After an abbreviated turn around, the men of the 335th were once again 
on their way.
Leveling off at flight level 260 (26,000 ft), the F-15 crews had not 
even settled in before having to hit the first tanker. Each member of 
the flight would top-off with about 800 Ibs. of fuel just to ensure 
the fuel tanks were operating properly. Aircraft with defective fuel 
tanks would have to be identified and abort the mission prior to 
heading out over the Pacific.

ACROSS THE BIG POND

Travelling at 460 knots, the trans-Pacific leg into Kadena AB on 
Okinawa took about eight hours. Since taking off at Elmendorff the F-
15s had logged 3,900 miles before going wheels down at Kadena. Both 
men and machines were in need of rest. Maintenance crews would be 
flying into Kadena on C-141 Starlifters in the next several hours. In 
the meantime, the drivers and back-seaters would be catching up on 
some well-deserved sleep. Before long they would be making the short 
hop to Osan AB, South Korea.
In the interim, relations between the U.S. and North Korea had been 
steadily deteriorating. The National Security Council (NSC) and Joint 
Chiefs had reached a general consensus concerning North Korean sales 
of nuclear weapons to Iraq. If necessary, the U.S. would resort to 
ground strikes on North Korean nuclear facilities to prevent the 
transfer of nuclear hardware.
Word out of the ClA's Vint Hill Farms complex was that Kim was going 
to attempt another transfer in the near future. Having failed by sea, 
this second transfer according to sources would probably take place by 
air, making interception somewhat more difficult. Impromptu think 
tanks tried
to address the obvious questions. What if the warhead was secretly 
placed aboard a civilian airliner along with passengers? How do you 
stop and search a passenger jet? And finally, would the U.S. shoot 
down a plane loaded with civilians to prevent Iraa from obtaining a 
nuclear weapon?
A RETURN TO MIG ALLEY

The President was left with no alternative but to authorize a series 
of
air strikes on North Korean nuclear installations, ports and selected 
air-
fields. The Yongbyon processing plant in particular would have to be 
taken
out. The 335th Squadron's Strike Eagles at Osan were put on alert. At 
any
minute the call would come through to begin hitting predetermined 
targets.
After all these years, the Chiefs will be returning to "MiG Alley" 
once again.

KOREAN COMMENTARY

The first Korean War took place in an era far removed from the type of 
aerial combat you will experience in F-15 Strike Eagle lll. There were 
no long-range engagements. Everything was done up close and personal. 
Air-to-air missiles and precision guided ordnance had yet to make 
their debut. In fact, the majority of bombing raids were conducted by 
aircraft with piston-driven engines, remnants of the last major war. 
Even the venerable P-51 Mustang of WW ll was a common sight over North 
Korea early in the war.
The war did provide the venue for a classic confrontation, reminding 
one of the World War ll duel between German Me-109s and British 
Spitfires. The F-86 and MiG-15, two evenly matched fighters, became 
locked in a lethal air battle with the prize being air supremacy over 
Korea.

1 58
While neither aircraft could claim a significant advantage over the 
other, each had its own unique set of characteristics which could 
potentially give it an edge in a dogfight.
Aerial combat in the 1950s was almost exclusively a "stick and rudder" 
affair with guns thrown in.  It was actually more akin to the last 
aerial battles in WW ll than the first battles of the jet age. With 
both sides possessing similar aircraft, aerial combat was often 
decided by the individual skills of the pilots.
In F-15 Strike Eagle IlI's Korean War scenario, you are required to 
revisit many of the same targets struck during the 1950s. This time, 
however, you face significant threats that the earlier pilots did not. 
Since the Fifties, North Korea has purchased a substantial amount of 
SAMs and has invested heavily in triple-A guns. Not only are the air 
defenses better equipped but the air force is much improved. Its 
pilots are far better trained the "recruit pilots" which flew the MiG-
15s.
Staging from South Korean bases, your F-15E is required to penetrate 
the heart of the enemy's air defenses. Lavishly equipped with SAMs, 
North Korea can best be described as treacherous. Rugged North Korean 
terrain, with its numerous peaks and valleys, makes flying more 
difficult yet provides a sanctuary for you to hide in. An experienced 
pilot can shake a missile "lock" in a hurry by using terrain properly.
_ NORTH KOREAN ORDER OF BATTLE _
GROUND FORCES:

2 Armored divisions, 5 Mechanized Infantry divisions, 31 Infantry 
divisions, 6 Armored brigades, 4 Artillery brigades, 20 Artillery 
regiments, 5 Airborne battalions Major Equipment: (3,500) MBTs 
T54155162s, PT-76s, Type 62s, (2,000) APCs BTR40/50/60/152s, BMP-ls, 
(3,500) artillery pieces incl. 122mm and 152mm SPA

AIR FORCE:

3 Light Bomber squadrons, 10 F/GA squadrons, 12 Interceptor squadrons, 
3 Transport squadrons, 7 Training squadrons Major Equipment: (50) IL-
28, (30) SU-7, (10) SU-25, (50) MiG-19, (58) MiG-23, (48) MiG-29, (40) 
A-5 Fantan, (200) An-2, (10) An-24

NAVAL FORCES:

(2) Najin class Frigates, (1) Soho class Frigates, (16) Romeo class 
Submarines, (4) Whiskey class Submarines, (4) Soju class FACs 
(imrroved Osa). (12) Osa Is

AIR DEFENSES:
2 SAM divisions, 5 SSM regiments
Maior Equipment: 50) SA-2, (30) SA-3, (54) SA-5
III. CENTRAL AMERICA SCENARIO

"A MAN, A PIAN, A CANAL PANAMA"

Prior to the 20th century, Panama had been just a distant province of 
Colombia, separated from the rest of the country by mountains and 
jungle. But the proposed construction of a trans-oceanic canal through 
the region had made it a very desirable piece of property. Linking the 
Atlantic and Pacific oceans, the Panama Canal would make the lengthy 
voyage around South America's Cape Horn unnecessary.
The benefit of such a short cut was driven home during the 
SpanishAmerican war when the battleship USS Oregon had to sail around 
South America in order to join the U.S. fleet off Cuba. The Oregon had 
been instrumental in providing America's margin of victory in the 
Battle of Santiago. The military usefulness of such a link thus 
demonstrated, commercial transportation costs would also be cut 
dramatically by shortening the length of time goods spent at sea.
A French engineering firm had been awarded the contract to complete 
the canal in the 1880s. But after six years and the death of 20,000 
workers due to disease, the company abandoned the effort. Asking for 
over $100 million to cover its expenses, French investors put the 
unfinished canal up for sale. The United States quickly expressed an 
interest but at the same time entered into negotiations concerning an 
alternate route through Nicaragua.
Faced with this new competition, the French firm decided to cut its 
losses and lowered its offer to only $40 million. The United States, 
which had not been discouraged by the French failure, accepted this 
lowered asking price. However, if Americans were going to build the 
canal, we were equally determined to own it.
Even at $40 million, the Panama route was expensive when one considers 
the $15 million paid for the whole of the Louisiana territory, or 
$7,200,000 paid for Alaska. The United States opened a round of 
negotiations with Colombian authorities seeking to create a six mile 
wide Canal Zone. In 1903, the Hay-Herran treaty formally gave the U.S. 
rights

1 61 to the Canal Zone for $10 million down and $250,000 a year in 
rent. After the pact was concluded, Colombian officials decided to up 
the price to $25 million.
Referring to those "foolish and homicidal corruptionists in Bogota~" 
rough-riding Theodore Roosevelt flew in to a rage.  Now acting as 
President as a result of McKinley's assassination i n 1901, Roosevelt 
was determined to have the canal. Having won fame in the Caribbean for 
his charge up San Juan Hill, he was used to confrontational tactics 
with Latin Americans.
In a display of chicanery unparalleled since the Mexican-American war, 
Roosevelt engineered an uprising in the port of Colon against 
Colombian officials. Headquarters for this "people's revolt" was Room 
1162 of the New York Waldorf-Astoria hotel, an unlikely spot for 
Colombian revolutionaries to meet. It was here that the conspirators 
raised money to secure Panama's independence from Colombia. The 
revolution

FLYING DANGER-CLOSE OVER PANAMA CITY
was led by a number of former Colombian soldiers in the pay of the 
certain U.S. citizens. In case Bogota protested, the navy cruiser USS 
Nashville just happened to be on hand.
Not only did Colombia protest but it tried to send military forces 
into Panama to reclaim it. Unfortunately, an impenetrable jungle stood 
in the way and U.S. warships were in position to interfere with any 
move up the coast.
A civil war in Colombia had ended just prior to the Panamanian revolt. 
Known as the War of a Thousand Days, it had cost the military over 
lO,000 lives. Consequently, Colombia was in no shape to confront the 
U.S. on this issue and in the end was forced to recognize the 
independence of its former province.

"Tell them that I am going to make the dirt fly."
--Theodore Roosevelt in 1903

The revolt had been successful. After placing hand-picked Panamanian 
officials in power Roosevelt signed a treaty giving the U.S. rights to 
the canal in perpetuity. For $10 million down and $250,000 a year 
(terms of the original deal with Colombia), the U.S. had gotten its 
bargain after all. The canal was built ahead of schedule and by 
coincidence was opened for business only days after the start of World 
War I in 1914.
The unsavory manner in which Roosevelt obtained the Canal Zone never 
sat well with American ideals of fair play. When asked by Roosevelt 
himself to defend the President's actions, Attorney General Philander 
C. Knox responding, "Oh, Mr. President, do not let so great an 
achievement suffer from any taint of legality."
Though ownership of the Canal had been crucial to the conduct of our 
two-ocean war strategy in World War II, it still had a certain stigma 
attached to it. Continued possession lent credence to Latino charges 
of Yanqui imperialism and tainted relations with our hemispheric 
neighbors.

"We stole it fair and square, so why can't we keep it?"
--U.S. Senator during the 1977 debates

Serious consideration over the return of the canal to Panama began 
during the Carter administration in the late 1970s. President Jimmy 
Carter

1 62 and fellow Democrats pushed hard for Senate ratification of the 
Panama Canal Treaty which would relinquish control of the canal in 
1999. The debate was divisive. Republicans charged the Democrats with 
being soft on foreign policy but in the end the treaty managed to 
squeezed through passage. The 1977 Panama Canal Treaty was now law, 
committing the United States to return the Canal Zone to Panama by 31 
December 1999.

OPERATION "JUST CAUSE"

In 1989, after invoking the right of "self defense" clause contained 
in the treaty, the United States launched "Operation Just Cause." Just 
Cause came in response to repeated harassment of U.S. citizens, 
military and civilian, within the Zone.  But the underlying goal of 
the operation was the capture of Panama's "Maximum Leader" General 
Manuel Antonio Noriega. Noriega had been a onetime CIA paid informant 
but lately the U.S. had linked him to illicit drug trafficking.
Over a five-day period General Noriega had managed to elude over 
20,000 U.S. servicemen by making his way to the Vatican embassy in 
Panama City. Fed a diet of steady high volume rock 'n roll music by 
members of the 82nd Airborne Division, Noriega finally surrendered to 
U.S. authorities. He was immediately whisked away to eventually stand 
trial for various crimes including dealing in narcotics.
In the decade following the ouster of strongman and CIA confidant, 
Manuel Noriega, much has happened to the former Republic of Panama. A 
succession of civilian governments, all enjoying tacit U.S. approval, 
have failed due to rampant inflation and stagnant national economy. 
The support promised by the United States in the wake of General 
Noriega's departure did not materialize. With severe budgetary 
problems of its own, the United States was forced to curtail many of 
its foreign aid programs. Panama, never high on anyone's list to begin 
with, was dropped entirely.
As a result, Panama became a nation adrift. Burdened by a mounting 
national debt and nonexistent middle class, the tiny country descended 
into chaos. The few fortunate souls with means took their money and 
their families out of the country. Those remaining behind were mainly 
native mestizos. With no hope for the future a generation of poor grew 
up just outside governmental installations, subsisting on occasional 
handouts or scrounging through military refuse. The only source of 
steady income still open was plantation work on land owned by a few 
large corporations.
Obligated by treaty to turn over control of the Canal Zone, the United 
States was alarmed by what it saw happening in Panama. In secret 
Congressional deliberations, National Security Counsel (NSC) staffers 
testified in favor of postponing the return of the canal area 
indefinitely.
Citing unrest and the potential for terrorist activity, the NSC called 
for, ". . . the removal of all military forces from the region or 
reinforcing those forces already in theater to degree commensurate 
with the level of violence."
Civilian officials in the State Department had also taken a 
pessimistic tone, summing up their findings by concluding, ". . .an 
intolerable situation exists in which elected representatives in 
Panama are unlikely to exercise positive control over the Canal proper 
and its environs in the future."

THE YANQUIS GO HOME

Despite these dire predictions, the President ignored the warnings of 
this cabinet officials and dutifully carried out the letter of the 
treaty. The 193rd Infantry Brigade was removed from the Canal Zone 
accompanied by much public fanfare. Panama rejoiced over the 
proceedings as the Stars and Stripes was hauled down from Albrook Air 
Base for the last time. All U.S. Army personnel were redeployed back 
to the states while the Air Force sent its people to other overseas 
locations.
Months ahead of the required date the Canal Zone was for the first 
time in its history sovereign territory of the Panamanian republic. As 
the glow of celebration died down, the responsibility stemming from 
ownership began to sink in. The Canal had never been profitable since 
it began operating in 1914. It had survived year after year only as a 
result of huge U.S. subsidies. Whether Panama could now afford its 
prize possession remained an open question.

THE "LEBANON-IZATION" OF PANAMA

The social divide separating rich from poor in Panama resulted in the 
formation of very distinct political castes. The peasant class, which 
had originally banded together for economic survival, wound up 
fragmenting into a system of regional alliances. As the these ties 
grew, a more structured and formalized system of family loyalties 
emerged. As this fragmentation progressed, Panamanian society began to 
rely far less heavily on its central government.

1 63

Largely seen as a tool of northern imperialism, the government lacked 
both credibility and relevance. It was as if no one was paying 
attention any longer. As the various clans gained strength, they 
evolved into something closely resembling large fraternities. Though 
there were strong similarities between the clans and organized crime 
in the U.S. it would be wrong to make too much of this analogy. The 
Panamanian peasants gathered more to present a solid political front 
against exploitation than to engage sinister activities.
In a less anarchic state these groups might even been considered 
political parties. But, because the central government had to ceased 
to function effectively, there was no point in running for elective 
office. No one group could hope to win enough converts from the others 
to achieve anything close a national consensus. The break down in 
government led to a situation where the clans began exercising 
unchecked power. Recognizing no law higher than their own each group 
had taken part in the de facto dismantling of the country. A new 
period in Panamanian history was dawning, the country was becoming 
"Lebanon-ized."

"BARRIO BEIRUT";
PANAMANIAN CML WAR

A crisis was brewing that even Americans working in the Zone could 
detect. The nickname "Barrio Beirut" came into popular use when 
referring to Panama City. In deference to the U.S. involvement in 
Southeast Asia, military retirees began tooling around the city with 
bumper-stickers reading "PANA-NAM." Luckily for them, perhaps, the 
locals weren't hip to the humor.
It is hard to pinpoint the exact moment when civil war broke out in
Panama. There were never any declarations just a noticeable increase 
in the level of violence. As wars go, this one was fought more as a 
series of grudges. One faction would pick a fight with another over 
some perceived insult, either real or imagined. For the next few weeks 
both sides would bang away at each other and then things would go 
pretty much back to "normal."
Torn by civil strife, it wasn't long before outside influences began 
making inroads. The country was overrun by small groups of Cuban 
socialists, Peruvian-Marxists, right-wing totalitarians, 
hemispherists, and radicals of every conceivable political bent. But 
on the heels of this
ideological stew came a more insidious intrusion. Intent on opening 
new drug routes to the United States, narco-trafficantes flocked to 
the lawless "Wild West" atmosphere of Panama's steaming jungles.

"LITTLE COLOMBIA"

South American drug cartels looked upon Panama as an ideal spot from 
which to operate. In the day when Noriega was in charge, Colombian 
drug lords had paid a high sum in brides to use its facilities. Dirt 
strip runways abounded in areas which were otherwise inaccessible. 
Now, with routes already established, these same smugglers could open 
shop in jungle clearings for nothing. In fact, using their huge 
profits they could recruit battalions of impoverished natives as 
guards. Motivated by a desire to provide a decent life for their 
families these men willingly participated in the drug trade. What 
choice did they have other than watching their children slowly starve?
Within several years, drug activity through Panama became pandemic. 
Marijuana grown in clandestine fields competed with the jungle 
laboratories producing cocaine slag from Peruvian leaves. The 
Chucunaque river valley in eastern Panama became so infested with 
cocaine processing camps it became known as "Little Colombia." Nestled 
snugly between two mountain ranges, del Darien and de Canazas, to Drug 
Enforcement Agency (DEA) men, Little Colombia was Panama's A-Shau 
Valley.
Despite the U.S. declaration of war on drugs, very little had actually 
been accomplished. The reluctance to train and use military personnel 
in this war had crippled the effort. More importantly the DEA's high-
handed tactics had alienated the very foreign governments it depended 
on for help. The U.S. Supreme Court decision in 1992 to allow the 
kidnapping and extradition of wanted persons from foreign countries 
had not played well in South American capitals. The intrusive nature 
of America's "War on Drugs" had driven relations to a new low, worse 
even, than during the Falkland-Malvinas conflict.
The Colombian government in particular had been extremely upset by 
this policy and warned the U.S. against conducting such operations on 
its territory. As might be expected, DEA agents in Bogota and Medellin 
began to get rather frosty receptions from government officials. In 
Peru and Venezuela, cooperation in the drug war had never progressed 
much

164 beyond lip service, even before the Supreme Court's announcement. 
Relations between countries were further poisoned by the "accidental" 
attack on a P-3 Orion aircraft by a Peruvian Air Force jet, also in 
1992. U .S. agents were being asked leave South America and escorted 
to the border by host-nation police.
As worrisome as the situation in Panama was to the United States, 
Colombia was even more concerned. For a long time officials in Bogota 
had been turning a blind eye towards the drug related activities of 
its citizens within Panama. But while Bogota was well aware of Little 
Colombia, it could not overlook the fact that Panama also provided a 
safe haven for the terrorist organization, M-19.

M l9 (APRIL l9TH MOVEMENT)
M-19 made its first appearance during the early 1970s. Since then, it 
has waged a bloody terrorist campaign aimed at overthrowing the 
Colombian government. The group became famous for its theft of the 
priceless sword of Bolivar, the George Washington of South America. 
During the 1976 elections, M-19 gained a reputation for ruthlessness 
by kidnapping and murdering a local labor union leader. Then in 1980, 
the group staged a takeover of the Dominican Republic's Colombian 
embassy. With increased notoriety came support from Cuba. Throughout 
the eighties, Castro allegedly provided arms and terrorist training to 
the subversives causing Bogota to severe diplomatic relations.
Using the arms and equipment obtained from Cuba, M-19 conducted its 
most famous operation to date. In 1985, 24 of its members captured the 
Palace of Justice in Bogota. During the two day siege which followed, 
the terrorists murdered the supreme court justices they had found 
inside. The military was called in and finally retook the building but 
only after more than 100 people were killed. The exploit electrified 
the nation.
The Colombian government responded by declaring an "all-out offensive" 
on terrorism which continued into the mid-199Os. It reluctantly
made concessions to various drug barons in return for money and 
assistance. Their effort paid off. Within months, Colombia was 
successful in disrupting M-19 within its own borders. Cells were 
broken up, arms caches discovered and soon the group was out of the 
terrorist business. Recognizing the extent of their defeat, surviving 
members of the group surrendered to authorities.
With their weapons turned in, M-19 could no longer use terror as a 
means of persuasion. Over the next several years the group worked on 
repairing its image and sought to join the legitimate political 
process. Unfortunately, their brand of totalitarian socialism was no 
more palatable even when presented peacefully. The people of Colombia 
were not about to adopt anything remotely resembling communism, not 
after watching the Soviet Union implode during the 1990s.
Before long, ideological firebrands within the M-19 organization were 
once again advocating a return to violence. Clearly, the country would 
not become socialist through normal methods. Turning again to Cuba for 
support, M-19 discarded any pretense of legitimacy. Legal means were 
just too slow when the country could be won by force of arms. 
Gathering its membership among young Cuban idealists and disaffected 
Colombian migrants, the group was back in the terrorist business.
Not ready to challenge the government on its own soil, the guerrillas 
found the unrest in Panama to be perfect cover. Having been driven out 
of Colombia once, they established a network of jungle base camps just 
over the border. From these camps they were able to resume their 
terrorist campaigns within a very short time. In fact much of Colombia 
northwest of the Rio Atrato was soon under their influence.

COLOMBIA'S MASTER STROKE

Using the destruction of M-19's border sanctuaries as a pretense, 
Colombia has mounted a major land-sea-air campaign into eastern 
Panama. Prepared texts were sent out after the operation was underway 
to all O A.S. member states, including the United States. By comparing 
this operation to Israel's 1982 "Peace for Galilee" campaign, Colombia 
was trying to minimize unfavorable public opinion. According to the 
statement, Bogota viewed the incursion as a temporary measure only. 
Its forces would be withdrawn immediately upon completion of the 
operation.
By any standards the operation was deftly handled. Naval units from 
the port of Buenaventura on Colombia's pacific coast disembarked a 
battalion of naval infantry at the mouth of the Rio Tuira. Upon 
landing the marine unit headed inland to the InterAmerican highway 
where they would be in position to intercept any M-19 guerillas 
retreating northward.

On the ground, units of Colombia's 3rd Division had left their billets 
in Calli the day before. Pushing north up the highway, the 3rd 
Division's two mechanized brigades became the hammer against the 
marine battalion's anvil. True, the units were only equipped with M4A3 
Sherman tanks, but if all went well the guerillas would be destroyed 
by two squadrons of A-37s waiting overhead.
As the operation unfolded Colombian Rangers and Special Forces were 
airlifted deep into Panama. Riding in UH-ls and their new UH-60 
Blackhawks, these troops were to secure key bridges and other 
strategic points along the InterAmerican highway. For example, an 
entire company of Rangers was inserted next to the bridge connecting 
both sides of Lake Bayano. The mission of these airmobile troops was 
actually two-fold, preventing guerillas from escaping to the Canal 
Zone and preventing outside forces (possibly U S ) from interfering.
Flying Combat Air Patrol (CAP) over the entire operation were twenty-
plus Mirage Ills and 5s. Pilots were told not to expect interference 
from Panamanian F-5 interceptors in the Canal zone but were warned to

HIGH-G TURN OVER THE CANAL
stay alert nonetheless. The Colombian jets circled along the border in 
long, lazy, oval Patterns being careful not provoke any reaction from 
Fort Howard.
For the United States, Colombia's abrupt decision to invade eastern 
Panama had placed it in a delicate situation. One the one hand, the 
security of Panama was still largely a U S responsibility. But, upon 
reflection, the U.S was guilty of resorting to the same thing in 1989, 
using force to remove terrorism in the form of Noreiga. How could the 
United States protest a Colombian operation aimed at ridding itself of 
a communist terror organization? It couldn't. Like it or not, the U.S. 
was trapped in the logic of its own policies. The momentary indecision 
cost the U.S. the opportunity to keep the Colombians out of the Canal 
Zone.
As efficient as the Colombians were, the operation failed to encircle 
the M-19 units. The guerillas had been tipped off by their undercover 
agents still in government. By picking up and moving their jungle 
camps deeper and farther west into Panama, they were able to elude the 
Colombian assault. Though the Colombian armored units rolling up the 
highway didn't yet know it, but they were throwing their best punch 
into thin air. Still, Colombian troops would soon be in control of 
most of eastern Panama. The fact that nothing had been heard from the 
Americans was encouraging.

COLOMBIA STRIKES THE CANAL

Very few guerrillas were captured during the initial phase of the 
Colombian operation. Aerial observation detected that many members of 
M-19 were heading for Panama City. Colombian mechanized units headed 
out of their bivouac cantonment near Lake Bayano. Moving at a high 
rate of speed for the canal, more than one hapless civilian lay 
crushed beneath their treads. Publicly it would be announced that 
these units were still engaged in rooting out the fleeing members of 
M-19. Privately, Colombian military officers had already decided to 
wrest control of the Canal Zone from Panama.
After the American invasion in 1989, the Panamanian Defense Force 
(PDF) was disbanded. Also disarmed were Noriega's "Dignity 
Battalions," Panama's local militia comprised of little more than 
street toughs and thugs. In place of the Dignity Battalions a new 
military infrastructure had been created. In reality these changes 
were only cosmetic. The Panamanian military after 1990 was largely an 
army consisting of administrative headquarters.

166

Having inherited excellent airbases from the Americans after their 
departure, the Panamanian Air Force had no planes to fly. The Navy 
consisted of a few LSTs and patrol craft. But with nowhere to go and 
hardly any troops to transport, it spent all of its time at anchor.
So while the 11,000 man Panamanian police force constituted the major 
opposition to Colombia, it could hardly be expected to hold the 
advancing armor for long. With the country in the midst of civil war, 
it had its hands full trying to maintain order in the first place. 
Since certain factions were actively assisting the Colombian military, 
prospects for halting their offensive were nil.
On the northern end of the Canal Zone, a protracted firefight was in 
full swing. Seeking to carve up the port of Colon, Colombian drug 
barons sent members of their private army into the streets to drive 
out loyal Panamanian police units. Outnumbered and outgunned, the 
police evacuated the city after several days, leaving it to the hired 
mercenaries.
What concerned Colombian military leaders the most was the possible 
intervention of U.S. air power. Although the decision to take on the 
United States was bitterly opposed by many junior officers, the ruling 
clique was solidly behind the plan. Having watched the performance of 
U.S. forces during the Gulf war spectacle, the generals still believed 
they could win.

BANKING ON THE 'VIETNAM SYNDROME"

For one thing, Colombia was not a desert nation. The area was covered 
with dense jungle growth and towering mountains. A war in this region 
would be largely an infantry affair, nullifying American advantages in 
armored forces. It would not be the type of fast moving, hard-hitting 
war fought in the Middle East or Europe.
It was assumed that the United States would probably react strongly 
once satellite reconnaissance spotted tanks moving on the Canal Zone. 
But by the time U S forces could respond, Colombian forces would be 
firmly in possession of Panama and daring the U.S. to expend its 
"smart weaponry" in the dense jungle cover.
Fighting in Central and South America would be more akin to fighting 
in Vietnam. Colombian soldiers were considered some of the best 
trained light infantry in South America, if not the world. Having 
fought guerrilla
groups like, M-19, FARC and ELN for decades, the Colombian military 
could rightly lay claim to being battle-hardened. Its forces were 
superbly equipped and accustomed to jungle warfare just in case the 
U.S. was foolish enough to take them on in their own backyard.
Most importantly however, Colombia had friends in the region it could 
turn to for help. Whereas, Iraq had been militarily and diplomatically 
isolated by the world community, Colombia was not.

SEARCHING FOR ALLIES

In 1981, Colombia's elected president Julio Cesar Turbay Ayala had 
flatly stated, " . . . i n view of the uncertain future and danger 
that is threatening the Caribbean ," Colombia had plans, "to improve 
all its deterrent military equipment ." In the 1980s and 1990s, 
Venezuela had been the danger he was speaking of. As a result, 
Turbay's rearmament program was specifically aimed at improving 
Colombia's conventional force deterrence. More recently however, the 
two countries have found cooperation more profitable than 
confrontation. Their economic policies have marched in lockstep for 
well over half a decade.
It had always been assumed that should a ground war break out with 
Venezuela, Colombia's coal rich Guajira peninsula would be the reason. 
Disputed ownership of the land had come close to touching off war many 
times late in the 20th Century. But in the spirit of the new 
ColombiaVenezuela relationship, profits from the Guajira mines were to 
be shared. As these strong economic ties were forged, military co-
operation and exchange further lessened tensions. It had allowed the 
Colombian military to concentrate on combating internal guerillas 
while Venezuela would be spared the expense of a costly arms race.
The price for Colombian generosity came with potential strings 
attached. Under terms of the 1947 Rio Pact, South American nations 
were obligated to come to the aid of fellow co-signers should they be 
attacked. Colombian military officials had every intention of 
requesting assistance from their Venezuela counterparts should the 
U.S. decide to intervene on Panama's behalf.
Colombian officials were particularly interested in Venezuela's three 
fighter squadrons. Equipped with F-16As, Mirages, and F-5s, the 11th, 
12th, 16th Interceptor/attack Squadrons would be necessary to deal 
with

1 67 the potential U.S. carrier and land based air threat. OV-10s 
belonging to the 15th Special Operations Group based at Maracaibo 
would be indispensable for jungle operations.
With the eastern flank secure now that Venezuela was tentatively on 
board, Colombia now turned its attention to enlisting additional 
conspirators. Since waving a carrot in the form of Guajira coal had 
worked so well with Venezuela, the military decided to take the same 
approach with others in the region.
A high level Colombian delegation was hurriedly sent to Managua, 
Nicaragua's lakeside capital. In secret meetings with Sandinista 
military and governmental civilian leaders, the emissaries placed two 
specific proposals on the table. First,Colombia promised not to oppose 
Nicaragua's plan to construct a second trans-oceanic canal in the 
future. To Colombia, this was a major concession since most future 
business would be directed to a wider and more modern canal system.
Secondly, Colombia agreed to enter into talks concerning the islands 
of San Andres and Providencia off Nicaragua's eastern shore. In 1979, 
these two islands were the subject of a territorial dispute which 
intensified when Nicaragua reasserted its claims. Fearing a possible 
Sandinista effort to take the islands by force, Colombia constructed a 
major military base on San Andres. This facility, complete with 
airstrip, served as the naval headquarters for the Caribbean. 
Increased naval and air patrols near the island was meant to send a 
message to the Sandinistas; hands off.
The cost for future negotiations concerning island repatriation was 
cooperation in harassing any United States response to the Panamanian 
operation. Anticipating that the U.S. might try to stage land-based 
aircraft in Costa Rica, the Colombians wanted to pre-position their 
aircraft at Nicaragua's Bluefields airbase. From Bluefields, 
interceptor/attack squadrons were in easy striking distance of Costa 
Rica and would be astride U .S. sea lanes of communication (SLOC).

A BELATED RESPONSE

As columns of tanks snaked their way along the InterAmerican highway 
to
Panama City, the Colombian ambassador was summoned to the State
Department. Behind closed doors, he was subjected to a verbal harangue
from the President and his advisors. The ambassador was unable to shed
any light on his government's actions and said nothing. In very 
undiplomatic terms, the U.S. president stated his administration's 
position and spelt out the repercussions if Colombia did not withdraw 
immediately.
The Colombian ambassador replied that before he could speak with 
authority he would first need to consult with members of his own 
government. He expressed his surprise at the level of American concern 
since his country was in effect ending Panama's civil war. 
Furthermore, Colombian troops stationed in Panama were likely to 
accomplish more in the war on drugs than had all the previous American 
administrations combined. By skillfully putting the best face on the 
situation, he had bought his country some additional time.
At about the same time the ambassador was being shown the door in 
Washington, the lead Colombian tanks were rolling bumper to bumper 
across the Bridge of the Americas. Scout jeeps fanned out to patrol 
Panama City's side streets while the main column of tanks proceeded 
down the Avenue of the Martyrs.
Unknowingly, the Colombian military had triggered a military response 
from the U.S. when they entered Panama City. The Bridge of the 
Americas west of Panama City had been designated as the tripwire. Once 
the Colombians crossed into the Canal Zone, the United States was 
locked into a unilateral military response.

CRISIS IN CENTRAL AMERICA

The initial reaction in any crisis management session is always, 
"Where are the carrier bttlegroups?" In this instance only one of the 
3rd Fleet's carriers was on station in the Caribbean. The Nimitz class 
USS United States was conducting tactical exercises off Puerto Rico 
when the invasion first took place. One additional carrier, the USS 
Carl Vinson, was off Long Island, New York. The two carriers plus 
their escorts were immediately ordered to rendezvous off Mexico's 
Yucatan peninsula before proceeding to Panama.
In the meantime, F-15E squadrons from Seymour-Johnson, North Carolina 
were put on alert.  These aircraft were to undertake a major shuttle 
operation to Juan Santamaria International Airport outside of San 
Jose, Costa Rica. Staged from Costa Rica, F-15Es would be in striking 
distance of all of Panama and most of Colombia with only a single 
refueling.

1 68

With Colombian troops spilling into the Canal Zone, airstrikes were 
probably a foregone conclusion. The two carrier groups and their 
component aircraft would buy the U.S. some needed time to deploy 
additional land forces. It would be at least several days before the 
82nd Airborne Division could be assembled. Undergoing desert training 
exercises near the southern tip of the Sinai peninsula, the 82nd would 
have to be refitted for a jungle environment.
The F-15Es in Costa Rica and the carrier-borne F/A-18 Hornets would 
have to bear the brunt of the initial action. The first task 
confronting them would be to establish air superiority over the Canal 
Zone before amphibious and airborne operations could commence.
The television media in the U.S. was quick to pick up a story out of 
the Pentagon concerning a bit of historical irony. The Nimitz class 
carrier USS Theodore Roosevelt happened to be in Norfolk repairing a 
minor problem with turbine vibration. The military had originally 
wanted it to join the USS United States instead of the Vinson. Located 
in Virginia it would have arrived in the area almost a day sooner. As 
the orders were being cut, a junior naval attache pointed out that 
Teddy Roosevelt had perhaps been the root cause of this crisis over a 
century ago. The orders were changed.

_ CENTRAL AMERICA COMMENTARY _

Despite our best intentions, the United States has never been able to 
maintain a stable relationship with our southern neighbors. Tension 
has always existed between Latin America and the United States since 
this country's founding. It has been hard to get beyond accusations of 
exploitation, since the 19th century is rife with examples of American 
imperialism. Even sincere and legitimate concerns over the region are 
often dismissed as either "Yanqui interference" or "Big Brother-ism" 
by South American nations.
The controversy over acquiring the Panama canal is just one case
which illustrates why there continues to be such a deep-seated 
suspicion of the United States. We are living with the legacy of 
"gunboat diplomacy." Having been pushed around as mere "banana 
republics" for so long, it only stands to reason that these nations 
might wish to band together against outsiders.
In this scenario the United States finds itself in a dilemma. It is 
trying to preserve Panamanian independence without becoming mired in 
another guerrilla war. After some diplomatic arm twisting, Costa Rica 
has graciously agreed to allow U.S. aircraft to stage missions from 
its territory.
The majority of F-15E missions will undoubtedly take place over Panama 
and northwestern Colombia. But watch out; rumor has it that Venezuela 
has joined forces with the Colombians. If true, we may wind up facing 
some of our own advanced equipment. The Venezuelan Air Force is known 
to possess F-16s. While the Venezuelan Falcons lack some of the moder 
navionics that are standard in our domestic models, they are still 
formidable dogfighters.
Nicaragua may become another possible participant in this conflict. 
Although our State Department is working overtime to convince Managua 
to stay neutral, no one knows how they will react. American airpower 
based right next door in Costa Rica may serve as a warning but it 
might also act like waving a red flag in front of a bull. The 
Nicaraguans may submit or they may charge in a reflex action.
The Panamanian Air Force was equipped with F-5s but it is unknown how 
many of these aircraft survived the civil war. It is also not known 
whether these aircraft, if they did survive, are supporting the 
Colombians or combating them. Determining the threat posed by the F-5s 
may come down to a case by case situation.
While judging South American intentions has always been difficult for 
our intelligence services, the military aspect of the campaign is 
relatively cut and dry. The Air Force has assigned F-15Es to strike a 
wide range of potential targets. From hidden jungle laboratories 
belonging to the drug cartel barons to communications centers in 
Bogota, hundreds of targets are about to be caught in a hail of 
"smart" bombs.

COLOMBIAN AND VENEZUELAN
ORDER OF BATTLE

GROUND FORCES:

Colombia: (4) divisions w/ nine brigades, (9) Mechanized-Cavalry 
Groups, (2) marine battalions, (1) marine jungle battalion, (1) Jungle 
battalion, (1) Ranger battalion. (1) AAA battalion

169 Venezuela: (3) Infantry divisions, (1) Mechanized-Cavalry 
Division, (1) Armor division, (1) Jungle division, combat engineers 
and Ranger Battalion

Major Equipment:
Colombia: (30) M4A3 Shermans, (30) M3A1 Stuarts, (120) EE-9, (80) EE-
11, (60) M3 halftracks
Venezuela: (90) AMX-30, (49) AMX-13, (100) EE-9, (80) V-100s

AIR FORCE:

Colombia: (2) Interceptor/Attack squadrons, (2) COIN squadrons, (1)
Helicopter Transport squadron
Venezuela: (3) Interceptor/Attack groups, (2) Special Operation 
groups,
(2) Light Bomber groups

Major Equipment:
Colombia: (25) Kfirs, (45) Mirage lll & 5s, (18) A-37s, (25) SA-315A, 
(24)
UH-1, (25) MD500, (10) UH-60s
Venezuela: (21) Mirage Ills & 5s, (20) F-5s, (25) F-16As, (15) OV-10s

NAVAL FORCES:

Colombia: (4) Type FS 1500 Frigates, (2) Type 209 Submarines, assorted 
gunboats and patrol craft Venezuela: (6) Lupo class Frigates, (2) 
Coast Guard Frigates, (2) Type 209 Submarines, (6) Vosper FACs, (4) 
Cormoran FACs, (4) LSTs, assorted gunboats and patrol craft

AIR DEFENSES:

Colombia: small caliber triple-A guns only, recent discount purchases 
of Soviet equipment possible Venezuela: small caliber triple-A guns, 
Roland-1, recent discount purchases of Soviet equipment possible

