F-15 Strike Eagle III - The Official Strategy Guide

f-15 Strike Eagle Ill
The Official Strategy Guide

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F-15 Strike Eagle Ill
The Official Strategy Guide
Lawrence T. Russell
Prima Publishing
P.O. Box 1260BK
Rocklin, CA 95677
(916) 786-0426
Copyright 1993 by Lawrence T. Russell
All rights reserved. No part of this book may be reproduced or transmitted in any form or by any
means, electronic or mechanical, including photocopying, recording, or by any information storage
or retrieval system without written permission from Prima Publishing, except for the inclusion of
quotations in a review.
Library of Congress Catalog Card Number: 93-22785

ISBN: 1-55958-197-2
Executive Editor: Roger Stewart

Managing Editor: Neweleen A. Trebnik
Creative Director: Rusel DeMaria
Project Editor: Becky Freeman
Copy Editor: Matthew Briere-Hansen
Book Design and Production: Marian Hartsough Associates
Technical Editor: James M. Day
Adaptation to Cover Design: The Dunlavey Studio
Special Image Processing: Ocean Quigley
Indexer: Katherine Stimson
Prima Publishing
Rocklin, CA 95677-1260
Every effort has been made to supply complete and accurate information. However, neither the
publisher nor the author assume any responsibility for its use, nor for any infringements of patents
or other rights of third parties that would result.
93 94 95 96 RRD 10 9 8 7 6 5 4 3 2 1
Printed in the United States of America
Table of Contents
Preface .................................................................. ...................... .......... ix

Game Credits ................................ ......... ....... ...................................... xix
Introduction ........................................................................................xx
Designer's Notes ........................ ....... .. ............................................... xxv
1 Basic Flight Training ..................................................2

Flight Dynamics ........................................................................... 4
Starting the Mission ......................... ....... .................................... 17
Master Modes .. ........................................................................... 23
Navigation .................................................................................. 24
Head-Up Display (HUD) ..... ......... ............................................. 27
Multi-Purpose Displays (MPD) .................................................. 28
Your Flight Profile ............................... ....... ................. ............... 36
Ending the Mission ........................................................... .......... 38
2 Air-to-Air Combat .....................................................42

Hesitant Beginnings .................................................................... 44
Genesis of Aerial Tactics ............... .............................................. 45
The Five Phases of Air Combat .......... ............... ....... .......... ........ .49
Air Combat Maneuvering .............. ............................................. 69
The AN/APG-70 Radar ....................................................... ....... 76
Basic Fighter Maneuvers (BFM) ............................. ........ ............85
Missile Combat ...........................................................................94
Electronic Countermeasures ..... ............ .............. ..... .......... ........ 107
Gun Combat .................................................. .......................... 109
v
V1 F-15 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
3 Air-to-Ground Combat .............................................. 116

Target Designation ................................................................... 119
Delivery Methods ...................... .. ...... .. .................................. ... 125
Ordnance Choices .................................................................... 131
Mission Profiles ..................... .. ........................................... ...... 141
Strafing Attacks ......................................................................... 152
4 Multi-Player Missions .............................................. 154

Player Communications ................... ......................................... 156
Cooperative Wingman ...................................... ............... ..... .... 164
Cooperative Front Seat-Back Seat .... .. ........ .. ........................... .. 179
Head-to-Head Competition .......... .. .. ....................................... 181
5 Campaign Missions ................................................. 188
6 Persian Gulf: Desert Storm Scenario .......................... .. 196

Scenario Background ........................... ..................................... 197
Enemy Forces Summary ........................................................... 207
Theater Geography ................................................................... 218
Campaign T aeries ................................ .................... .................227
Theater Scoring .............................. ....... .................... ...............230
7 Korea: Return to MiG Alley Scenario ............................. 234

Scenario Background ................................................................ 235
Enemy Forces Summary ........................................................... 242
Theater Geography ...................................... .. .. .... .......... ........... 250
Campaign Tactics .....................................................................256
Theater Scoring ........................................................................260
8 Central America: "Just Cause II" ................................. 264

Scenario Background .......................... ......................... ............. 265
Enemy Forces Summary ..................................................... ......268
Theater Geography ........................ ....................... ....................273
Campaign Tactics ...... ......................................... ...... ................ 282
Theater Scoring ..... ........ ........................................................... 286
TABLE OF CONTENTS Vil
A The Enemy ...........................................................289

Aircraft (Bandits) ................ ... ................................................... 289
Air-to-Air Missiles (AAMs) .. ........................ ....... ......................291
Surface-to-Air Missiles (SAMs) ................................................. 294
B Career Progression .................................................303

Promotions ......... ............. ................................... ...................... 303
Decorations .............................................. .......... .......... ............304
Promotion Bonus Points ...... ........ ............... .......... ................... .304
Mission Bonus Points .. ......... ................ .................................... 305
Difficulty/Reality Switches .. ....................... ... ............................ 306
C Awards and Medals ................................................. 307

Mission Awards ........................... .............. ....... ... ....... .... ... .. .... .307
Head-to-Head Competition Awards ......................................... 309
Additional Awards ............. .......................... ....... ......... ..... .... ....310
D Suggested Reading List.. .......................................... 311
E Iraq 1993 Scenario Disk ............................................313
lndex .........................................................................319
Preface
One of the funniest questions ever received by MicroProse's Customer
Service staff was in reference to F-15 Strike Eagle III (hereafter Strike
Eagle Ill). A representative called my office one day and said there was a
guy on the phone who wanted to know if there was a "bug" in our F-15
game. Seems that every time he pushed the nose of his aircraft down,
the screen would turn red. He was sure something was wrong with the
program.
Well, sue me. I thought that was hilarious (and I still do) . But then I
realized if there were people out there raising those types of questions, I
hadn't done my job very well as a manual writer. So here I go again. (By
the way, when the screen goes red, that means you 're pulling too many negative
Gs. Blood rushes from your feet and pools in your head, affecting your vision.)
Strike Eagle III was one of the most complex flight simulations ever
produced by MicroProse. Naturally it required an exceptional amount of
documentation. The instruction manual which accompanies the game
was intended to acquaint players with game mechanics and give them
some scenario background only. But even given those modest guidelines,
when the manual exceeded 100,000 words, we knew we had a monster
on our hands. The size of the final draft was surprisingly large.
Originally, we had wanted to include a general discussion of air com-
bat and give players some idea of tactics they could use. Despite our best
efforts to economize space, strategy tips had to be left out if the manual
was going to fit in the box. Aside from a short section on basic air com-
bat, players would be left to devise their own methods for completing
m1ss1ons.
The F-15 Strike Eagle III The Official Strategy Guide was written in
an effort to correct this deficiency. With this single purpose in mind, the
game designers and programmers wanted to create a ready reference to
help players improve their combat and flight skills. In short, they wanted
IX
x F-15 STRIKE EAGLE III: THE O FFICIAL STRATEGY GUIDE
to provide players with a way of getting "good" by including material

that had been previously left out.
The designers have been in this business long enough to realize that
people get more enjoyment from a game they are good at playing. Now
that you have this strategy guide, I hope you'll take the time to explore
the game in greater detail and have some fun while doing it. This guide-
book teaches you some advanced air combat techniques, both air-to-air
and air-to-ground. It'll help you to get "good." And if not good, at least
you'll get better.
Players who practice actual combat tactics will be rewarded by
downing their opponents on a regular basis. Those who just "show up"
or go at each mission haphazardly are going to spend a lot of time riding
the "silk elevator."
One of the principal design efforts in Strike Eagle III was a strict
devotion to simulating realism and historical accuracy. Of course, certain
software limitations placed restrictions on what could be done. Not
everything we would have liked to see in the game could be replicated.
But by and large, the team was successful.
Sometimes the effort backfired, however. After the simulation was
first released, some players complained that the aircraft just "didn't feel
right." The perception was that the aircraft didn't allow them to do
things they wanted to do. How come I can't do this without stalling?
Why can't I do such-and-such even with my afterburner engaged? Why
is my performance so bad above 30,000 feet?
Despite patient (and rather lengthy) explanations from both the
designers and actual pilots, most players were unconvinced. They
remained adamant; something was wrong with the flight model. I was
confused at first, as were the designers. Was this just a perception prob-
lem or were players seeing something we weren't?
As I listened to their complaints, I began remembering back to my
junior high school days and a smile came across my face. Having ditched
more Fridays than I care to mention, I soon became an expert at forging
sick notes. My undoing came when my mother wrote a legitimate excuse
and the teacher refused to accept it because the handwriting didn' t
match.
The point is that in much the same way, flight sim fans have now
been "caught" by a realistic flight model. Over the years, we have unfor-
tunately grown accustomed to simulations which only approximate
flight conditions. This has gone on for so long that now "realistic" sims
are dismissed as inaccurate.
With the release of Strike Eagle III, players have to get accustomed
PREFACE Xl
to a new environment, one that won't let you take a full load of bombs
up to 40,000 feet in a vertical climb. How about a flight model that
won't let you pick up speed in a dive but will allow you to pull 9 G turns
all day long? Reality can really be a drag (pun intended;.
The data used in constructing the simulation's flight model comes
directly from unclassified USAF sources. The designers merely tinkered
with the data to reflect actual flight performance and didn't just depend
on paper facts. Given the caliber of the individuals on the team, their
estimates of classified performance data is probably right on target.
Since its release, Strike Eagle III has taken a lot of heat about its
flight model, so perhaps a word of explanation is in order. Some of the
suggestions we've received from customers and budding game designers
have merit. The ones that look most promising are currently being
reviewed for possible incorporation into future versions.
Other comments have come to us off the "boards." It is somewhat
frustrating to witness people quoting this-or-that technical specification,
then calling the simulation "unrealistic." No two of the references used
to produce the flight data ever agreed. We're sorry if the game doesn't
seem real to you because a book says the F-15 can do mach 2.55 and the
game only allows you to do mach 2.5. Rest assured that the designers
saw all those specs, too. We just don't agree with everything we read.
That's not only our job, it's our duty to make the kind of judgment calls
necessary to produce accurate simulations.
With a discerning eye, the designers have done an admirable job of
wading through all the B.S. concerning the F-15E. Before arriving at
their finished model, the designers evaluated all the published flight data
they could lay their hands on. After careful consideration, they decided
not to take all the performance figures at face value for several reasons.
First, much of the published data was derived under clinical test con-
ditions, conditions that are unlikely to occur in the field. Just as the fam-
ily car performs differently once it's out of the dealer's showroom, aircraft
are even more touchy. You can hardly expect laboratory results from an
F-1 SE after spending weeks in the heat and sand of Saudi Arabia.
Secondly, some data quoted to us came from the manufacturer's
own test results. Now we all know that a government contractor would
never overstate a product's capability just to win future funding. That
sort of thing just doesn't happen in America's defense industry. So let's
just say that certain numbers seemed more reliable to us than others.
Chalk the rest up to enthusiastic advertising and let it go at that.
While we appreciate all the public has to say, we couldn't start
changing numbers just because someone pointed to a book and said,
Xll F-15 STRIKE EAGLE Ill: THE OFFICIAL STRATEGY GUIDE
"This plane is supposed to go this high. " There were people involved on
this project that knew from experience what this aircraft was capable of
doing-not just in theory but in fact. And when you're designing a
flight model, it's tough to argue with people that have been there.
The F-15 team tried to draw as fine a line between reality and com-
puter simulation as commercial hardware would allow. It is only natural
then, that this handbook also reflects the designers' goal of authenticity.
No doubt there will be times you will be left wondering whether the
handbook is still discussing the game or has slipped into talking about
actual flight.
A substantial portion of this handbook also deals with multi-player
missions, i.e. playing the game via modem with another person. More
than anything else, modem play is a feature that really adds an element
of pure realism to the game. Nothing beats being able to remove artifi-
cial intelligence and replace it with human intelligence.
Although in conversation it is sometimes easier to refer to this guide
as a "hint book," it is not. To imply that there are "hints" or "shortcuts"
to winning would simply be misleading. So if you purchased this strat-
egy guide with the idea that it contains answers to riddles or clues to
some secret method of winning, you will be disappointed.
Strike Eagle III is a combat flight simulator. It is unlike fantasy or
role-playing computer games because it can't be won by secret moves or
uncovering hidden doors. There is only one way to consistently win this
game and that is to practice, practice, practice. Practice will make you a
good pilot. If you want to become a great pilot, read this guide and go
practice some more.
What you are going to find in this guide is a lot of straight talk
about fighter tactics, bomb delivery, and coming home a winner. If you
are looking for insights into how fighter pilots think and perform, then
this guide is for you. Find out what works best for you and keep in mind
that nothing written here is set in stone. You are free to experiment but
try not to get shot down in the process.
Strike Eagle III is actually two games in one. It can be played with its
features set to Standard mode, in which case it is not unlike its predecessor
F-15 IL Or, for a real challenge, it can be played with its features set to
Authentic mode. Authentic mode faithfully recreates conditions similar to
the sights and sounds experienced by actual pilots flying the actual aircraft.
Unless specifically mentioned, all references in this guidebook
assume that features are set to Authentic mode. Since our goal is to get
players to improve their skills, it only makes sense that we help to under-
stand the sim at its most difficult levels.
PREFACE X111
Despite our best intentions, the definitive manual on air combat

may never be written. No one can give you pat answers which solve tac-
tical problems each and every time; so we won't pretend to either. All we
can hope to do is show you what works for us and point you in the right
direction.
Napoleon Bonaparte, one time Emperor and Captain-General of
France, once remarked that if ever there was a book which taught how to
be successful at war he would never allow it to be published. Not even
On War by Clausewitz or the classic coffee-table ornament The Art of
War could hope to be considered such a book.
The Art of War is attributed to a mythical Chinese theorist named
Sun Wu (Sun Tzu). Every now and then, a book club will dust it off,
parade it as a marvel in strategy, then sell it at a high mark-up. Recently,
the book again made the rounds in the movie Wall Street. Now it is
almost required reading for every young broker in New York. Well,
they're not really required to actually read it; they just need to quote a few
passages in case someone asks.
This treatise was first translated and made available in Franee in
1772. It caused quite a stir in Paris that year and then again, ten years
later, when it was reprinted. Given Napoleon's appetite for military liter-
ature, it is unlikely that this book escaped his attention.
In fact, Napoleon may have been referring to The Art of War when
he made the comment. After all, this ancient manuscript was merely a
collection of apocryphal essays about military strategy. It made sweeping
generalities on the conduct of war which sounded good but were (and
are) of limited value to a professional military tactician. It probably
galled Napoleon to hear civilians fawning over this book.
The plain truth is that one simply cannot learn how to fight wars by
reading about them. There are no perfect strategies that survive long in
print. People continue to try to write these books however, and the mar-
ket for them continues to expand. The later half of this century has
given rise to a flood of peacetime interest in the military.
Beginning with commercially produced strategy board games in the
early 1960s, the advent of computerized war games has made a wealth of
unclassified information available to the general public. The computer
flight simulator has moved a cockpit right into the living room. Now,
everyone has a chance to shoot down the Red Baron or out-fox the
"Desert Fox."
An off-shoot of this recent phenomenon has been the appearance of
an abundance of military fiction. Almost overnight, civilian authors
(stock brokers, insurance agents, lawyers, etc.) have transformed them-
XlV F-15 STRIKE EAGLE Ill: THE OFFICIAL STRATEGY GUIDE
selves into military experts. Their books are undeniably entertaining. But
lacking a professional's depth and insight, they sometimes distort reality
by giving false perceptions of combat.
Despite a glut of material produced by military analysts and think-
tanks, perfect strategies remain elusive. For example, both the Argentine
and British navies had identical copies of Jane's Fighting Ships during
the 1982 Falklands conflict. But nothing written on those pages man-
aged to keep the Argentine cruiser General Belgrano afloat nor keep the
H.M.S. Sheffield from joining her.
Manuals on strategy can even be counter-productive. Having read
Field Marshall Erwin Rommel's book Infantry Attacks, General George
S. Patton used that knowledge against the German officers in his 1942
North African campaign. This is precisely why publishing plans in
advance immediately renders those plans suspect. The tactical imple-
mentation of those plans then becomes a liability.
Having said all that, you're no doubt left wondering why write a
guidebook since it can't claim to possess foolproof strategies for victory.
Since the majority of your missions will be conducted against a com-
puter, it makes little difference. The computer cannot read, and it
doesn't learn from its earlier mistakes. Its degree of competence is preset
by your selection of a difficulty level.
But the computer does know the tactics discussed in this handbook,
and it will use them against you. Unless you are familiar with ACM, you
will be caught off-guard the first time you encounter a decent pilot on a
high difficulty setting.
Figure P.1 Chalk up Luckily, to become a good pilot we're not asking you just to read
an easy kill for the this guide. You can read this guide while practicing. Keep it next to your
F-15E computer and hit the Pause ([Alt]) while referring back and forth.
This combination of read and play, play
and read will drum these lessons into
your head. Try it for awhile, and then
challenge your first live opponent. Show
him what you know.
When playing in Head-to-Head
mode with the AI element out of the
equation, combat situations tend to be
much more fluid. Computer-generated
pilots are less inclined to try new things.
They tend to react to your moves and
avoid deviating from prescribed courses
of action. They also don ' t do dumb
PREFACE xv
things that human pilots do quite often, like flying into the ground
while trying to escape a missile.
Against a human pilot, you will again be at a distinct disadvantage if
you haven't absorbed the lessons spelled out in this handbook. The chances
are good that your friend has a few tricks up his sleeve, maybe even a few
that he got out of this handbook. If this turns out to be the case, it sure
would be nice to know the proper method of countering his move.
Once again, if you are not familiar with air-to-air tactics, you will
quickly find yourself on the losing end of every fight. This isn't just
speculation, we saw it happen every day while developing this product.
During this simulation's beta testing phase, certain members of the
Quality Assurance staff consistently won their Head-to-Head engage-
ments. This was puzzling since most of them had been playing for about
the same length of time.
Cream rises to the top, and in any group there are always a few indi-
viduals that tend to excel above the others. Guys like MPS pilots Maj.
Destin "Dust-off' Strader and Capt. Vaughn "Wolverine" Thomas
proved to be fantastic pilots. As the inevitable grudge matches and locker
room tallies began to appear, no one wanted to fly against these "aces."
Those who did (including yours truly) quickly found themselves humili-
ated. But in the process of getting "waxed" numerous times, I learned a
few things that I'm only too happy to pass on.
It soon became evident that the most successful pilots were those
individuals who planned ahead, who practiced maneuvers, and who tried
to be ready for any contingency. The knowledge that these few playtest
pilots possessed became somewhat of a hot commodity during the devel-
opment of the game. Everyone wanted to know their secrets, and guys
around the offices started using their hands to talk, describing their latest
maneuver.
Much of the material presented in this guidebook was developed as
a result of extensive playtesting. A core group of top scoring playtest
"aces" began training everyone else. The learning curve snowballed and a
pattern of experimentation like that of WW I began to take shape.
Emerging aces went on to teach their tactics to the rest.
As you enter the high-speed world of the fighter pilot, you have a
chance to develop your own tactics, just as your WW I brethren. They
didn't learn their trade solely from manuals and neither should you.
You've got to get out there and see for yourself. Innovation is sometimes
the key to this simulation (like not breaking in the same direction every
time you are attacked from behind). You will find that predictability is
an absolute killer in this simulation.
XVI F-15 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
The one area that can make or break a flight simulator is the flight
model. Military flight simulations are literally built around the flight
model (or engine) which drives all game-related activities, like dropping
bombs or shooting at planes. The problem for those who design flight
simulations is how to create the impression that one is actually flying a
supersonic jet in combat when in reality a player is sitting in front of a
computer with a soda and a bag of chips.
Granted, most of the persons playing Strike Eagle III will never have
an opportunity to sit in an F-15, much less fly one in combat. There-
fore, simulations such as this must deal primarily in perceptions. The
flight model of a particular simulation must be perceived by the player as
being realistic or the game won't be enjoyable. If the flight model isn't
correct, the simulation won't have the right feel to it. The problem is
that like opinions, everyone has a perception of how a simulation should
feel, and no one flight model is going to satisfy everyone.
The reality is that flying an F-15 is hard work and while it is excit-
ing, it is not always fun. Flying is a painful, tedious job. It is uncomfort-
able and very noisy. Pilots are usually soaked in sweat by the end of a
flight because it is so hot under all those layers of clothing they must
wear. They are forced to draw each breath through an oxygen mask and
relieve themselves into "piddle-paks."
The whole time pilots spend in the air, they are continually being
jostled by turbulence (some minor and some not). If something goes
wrong with a piece of equipment there's no place to pull over. (AAA has
an entirely different meaning when you are flying rather than driving.) All a
pilot can do in this case is worry about the problem until he is able to
land safely again. In short, flying isn't a lot of fun. It's scary stuff that
doesn't leave room for mistakes.
Fortunately, there was no shortage of technical data available to the
design team when the flight model was being developed. Programmers
and designers alike had access to a wealth of unclassified test data,
including wind-tunnel testing and manufacturer's spec sheets.
Not all of the data was consistent. In fact, much time was spent
researching the reliabiliry of the figures presented by certain independent
sources. When the data was contradictory, technical experts were called
in to act as "umpires," so to speak. Many judgment calls had to be made,
and in most cases the design team erred on the side of conservatism. One
thing they didn't do was take a performance figure out of a book and
consider it to be the gospel truth.
The Authentic mode flight model in its current form is the result of
a team effort lasting many months. It is as realistic a model as one can
PREFACE XVll
expect from a simulation designed to run on a home computer. What is

significant about this flight sim is not what was put into it but what had
to be taken out. The flight model must be accurate enough to suspend
the player's sense of "disbelief. " By the same token, all the elements
which make flying stressful and physically tiring have to be taken out.
As mentioned, there is only so much that a simulator (even those con-
nected to mainframes) can do to give the impression of actual flight. A
simulation can't begin to recreate the entire sensory environment of a
person sitting the cockpit. It is only meant to make it easier for a person
to imagine he is doing the real thing. A PC flight simulator can repro-
duce the sights and sounds of flying only to the extent that the owner's
hardware allows.
I became involved in the Strike Eagle III project during the summer
of 1992 and since that time, I have lived and breathed ACM. Not that
I'm an expert at the game or an authority on air combat, far from it.
Given its length, memorizing the Strike Eagle III manual is beyond my
ability to mentally store data. However, I did work closely with the
design team throughout the development and evolution of the project.
And, while I have not committed the manual to memory, I did write the
majority of it.
So again, the best this guidebook can hope to achieve is to steer
players in the right direction. What I will try to do in each chapter is to
relate the strategies and ACM tactics which made certain playtesters bet-
ter than the rest. You will be hard pressed to tell the difference between
"real" and simulated air combat. Figure P.2 Can't win
'em all. An F-15E cuts
After the frantic rush to get the manual out, it was some time before inside a hard-turning
the smoke cleared and I was able to take a good look at the final prod- MiG-21. Seconds later,
uct. Just as I had expected, no matter how closely you scrutinize a this Eagle driver
realizes his mistake.
manuscript before hand, errors begin
cropping up. Why is it that you never
see mistakes until it's too late to do
anything about them? So please
accept my humble apologies if any of
my oversights caused confusion and
made it difficult to learn the game.
The fault is entirely mine and should
not be blamed on the outstanding
team of designers who worked so
hard on this product.
Before concluding my preface, I'd
like to clarify one special point. Use L___,.c.::---~"----------------~
XVlll F-15 STRIKE EAGLE Ill: THE OFFICIAL STRATEGY GUIDE
of the words he or him throughout this guide is done for simplicity and
continuity's sake only. It is in no way meant to exclude female
players/pilots from the discussion nor to ignore their real-life contribu-
tions to military aviation.
One word of caution is in order. The F-15 Strike
-~~~~~i~~~~3~~~~~L> Eagle terpart

III simulation mirrors its real-life coun-
in that, when flying the F-15E,
either you are winning or you are KIA.
There is no middle ground to hide in. First place
Figure P.3 Side view
goes to the pilot who can return home after a tough mission. Second-
of the F-1 5E Strike
Eagle place awards are posthumous.
This book is dedicated to Charlie Hattie, who years ago taught me
how to fly, and all the members of the outstanding F-15 Strike Eagle III
design team. My special thanks go to Jim Day, Chief Designer of F-15
Strike Eagle III for babysitting me through this entire project, and Iris,
whose eye for detail made the original manual look as good as it did.
Figure P.4 The F- 15

Strike Eagle I/I design
team.
PREFACE XIX
F-15 STRIKEEAGLE Ill CREDITS

Producer: Andy Hollis
Design: Andy Hollis
Jim Day
George Wargo
Christopher Clark
Programming: Andy Hollis
Scott Spanburg
Bill Becker
Don Goddard
Ned Way
David McKibbin
Visual Systems: Scott Spanburg
Interface Programming: Detmar Peterke
Installation Programming: Don Goddard
Brian Reynolds
Technical Consultant: Lt. Col. George Wargo, USAF (ret.)
Documentation: Lawrence T. Russell
Jim Day
Art Department: Barbara Bents
Frank Vivirito
Eroll Roberts
Edward Bendetti
Andy Lakin
Murray Taylor
Artino
Stacey Clark
3-D Art: Max Remington
Sound Department: Ken Lagace
Jim McConkey
Scott Patterson
Roland J. Rizzo
Original F-15 Game Design: Sid Meier
- Lawrence T. Russell
MPS Historian-Writer
March 1993
xx F-15 STRIKE EAGLE Ill: THE OFFICIAL STRATEGY GUIDE
Introduction
A Day in the Life ...
The flight briefings are over. You've made that last important stop
and answered nature's call. fu you suit up in the P.E. room, sounds of
the usual bravado can be heard. You ignore the light-hearted macho ban-
ter; that's just part of the job. All that tough talk just takes everyone's
mind off the danger.
Your "Wizzo" makes like your shadow. He silently follows your
every move. Now and then, he interrupts with a question. But for the
most part, you are alone in your own private world. You haven't left the
ground yet, and already your brain is doing mach 2, lost in thoughts
about tactics and the mission.
As you ride down the flight line in the "bread truck," everyone
makes sure they have their two tapes, an eagle eye, and no more ques-
tions. The ramp is quiet and somewhat dreamlike this early in the morn-
ing. But even at "Oh-dark-thirty" the smell of JP-4 snaps your mind
back to reality.
You call out your tail number. fu the truck slows down, you hop
onto the tarmac. Ben, an imposing NCO with more years of service then
you care to count, snaps a salute.
"Good morning, sir. She's ready," he barks, thrusting out a thick
Figure 1.1 The ground

crews ready the "bird"
for flight.
INTRODUCTION XX1
paw like a bullet. He shakes your

hand and grabs your personal
equipment. In a single motion,
he already has it stowed in its
proper place.
The walk around the aircraft
is more of a formality than a
preflight inspection. You trust
your crew chief with your life
because his pride in the aircraft
is matched only by your own. It
has to be that way. This is a
ready war machine! You ner-
vously look at your watch for the
Figure 1.2 The
hundredth time since getting up chis morning. Finally ... it's time. mission begins with a
The ejection seat straps are perfectly adjusted. As you climb in, the dawn takeoff.
assistant crew chief is giving the canopy a last-minute buffing. You don't
want to mistake a canopy smudge for an incoming bandit or worse yet,
not see an incoming bandit because of a dirty windshield.
You pull the JFS handle and get the distinctive whine. The airframe
shudders as you engage the number 2 engine. "Gecko," your Weapon
Systems Officer and self proclaimed back seat genius, has all the Nav sys-
tems warming up. The two of you are so tight knit that to call him by
his real name now would be taken as a sign of displeasure.
The radios are momentarily silent. No one is particularly interested
in yakking on the air. This brief down time has only given you time to
build up a case of the warm fozzies. Gecko is busy tuning his back seat
displays like Elton John on the ivories. Both hands are moving at a speed
which only comes from years of training.
The discipline and confidence are obvious. Today's a good day for
dropping iron. You signal Ben to remove the chocks and feed your hun-
gry beast some taxi fuel. As the aircraft lurches forward the nose wheel
steering engages. Your wingman in the other Eagle is lining up to taxi
behind you in perfect formation.
Ben gives one more crisp salute. You and Gecko both respond with
a well-practiced thumbs up. The adrenaline is now starting to build.
Over the intercom you hear that you have a full up round and clean
BITS. The green light is given. Its clobbering time! The roll-out and
takeoff is flawless. Radio calls are kept to a minimum as the two-ship
climbs out to its mission altitude. In the cold blue brilliance above a sea
of broken clouds, your small formation moves out smartly.
XXll F-15 STRIKE EAGLE Ill: THE OFFICIAL STRATEGY GUIDE
Twenty minutes and several hundred miles later, Gecko gets the first
sign of trouble on the TEWS. Audio chirps coming over the headset
begin indicating radar search hits.
"They're looking for us, all right," Gecko says needlessly. The same
chirps have been going off in your headset, too. Just to be on the safe
side, you decide to clear for action.
"Bat 2, go tactical." According to a well practiced battle drill, your
wingman peels off and takes up a station some miles away. As the forma-
tion spreads out, the knot in your stomach tightens. Gecko is on the
AWACS controller's freq and you don't like what you're hearing.
"Multiple bogeys bearing 340 at 80. Looks like they're inbound"
"So soon," you think, "jeez I just got here."
"Roger. Pass it on to Goobs next door." You've flown with Goobs
many times and know him to be a heads-up pilot.
"Bandits ... Snap ... 340 ... 40." AWACS gives your two-ship the
go-ahead to mix it up.
"Goobs ... fence in ... Burners on my mark ... mark." You and
Goobs correct your heading to 340. The wet thrust of the afterburner
pushes you back in the seat. Gecko is working magic on the displays.
The captain's bars bracket the closest dot on the screen.
"Goobs ... I got the leader. You take out the trailer." Your thumb
presses the fire button. The adrenaline blocks out other sounds and tem-
poral distortion takes over. Everything seems to slow down even though
the closure rate has speeded up.
"Fox 3," you call out to no one in particular. A missile appears from
underneath your aircraft and heads off towards the target. You think to
yourself, "BFM this, pal! You're mine."
"Splash," yells Gecko. Within seconds, a large fireball appears in the
sky off in the distance.
"Roger, Splash," you call back. But there is little time for satisfac-
tion. As the bandits continue to close, you pick up a visual on a second
MiG. Pulling your nose into him, you bore-sight a "heater."
"Your 'six' is clear. You're clear to shoot," says Goobs, who is now
flying high and to your right, "Press."
"Roger ... Fox 2." Another missile leaps off the rail. Arcing off into
the distance, the missile erupts into a second fireball. This one is much
closer. It's a good thing these missiles can travel farther than the opposi-
tion's. The thought of being on the receiving end and having to duck
one of these babies makes you cringe.
"Good chutes . .. good chutes. Call it in. Splash two ... !"
Before long the RWR starts to beep and warble. The ground
PREFACE XXlll
defenses are awakening to your presence, and pretty soon the sky will fill
with SAM trails.
"Spike mud."
"Take it down." Your rwo-ship begins a combat descent to 500 feet.
The best way to beat SAMs is to get down low to avoid their supporting
radars. You and Goobs press on to the primary. Another radar spike
reminds you that the enemy is still looking. You take it down to 300 feet
and engage the Terrain Following Radar.
Even though you can't see him and don't dare turn around at this
altitude to look, you know that Gecko has his head in the cockpit.
Instead of looking outside, he's working feverishly to get his attack dis-
plays just right. Another guy might be concerned, sitting in back of a
streaking rocket this close to the ground, but not Gecko. Just as you
trust him with the weapons, he trusts your flying ability.
Even with the TFR engaged, one eye is always on the horizon. T er-
rain whips by so fast it barely has time to register in your mind. One slip
at this altitude and it's all over. Gecko already has the target, a large
chemical producing complex, painted on radar. He's waiting for a High
Resolution Map of the area to come up.
As you approach the target area, you punch up your air speed to 540
knots. With the target designated, you line up for the run to the target.
Goobs is maintaining his position a little over 5 knots behind you. He'll
overfly the target right after your bombs have detonated and drop his
own load of Mk. 82 iron.
A large concrete structure comes into view on the horizon. It looks
exactly like the photos passed around during the briefing. This is must
the target. The Target Designator is already highlighting the complex,
thanks to Gecko. No doubt he has the laser pointed at a construction
seam or other weak spot in the building's facade.
"Leads up. " At a range of three miles, you begin your Pop-up
maneuver. A brief climbing sensation is all you feel as the aircraft streaks
upward to 2,000 feet. No sign of triple-A yet; it'll soon be too late for
that anyway.
Nosing the aircraft over, you make a minor course correction, all
that's needed to line the target diamond up dead center within the reti-
cle. Gecko knows you like bombing in CDIP, so he has designated the
target and passed you a hot pickle button.
"Good to go," he calls out from in back, "Three seconds . . . rwo
seconds ... pickle!" The Mk. 82s drop off the rails at the touch of a but-
ton. No one says "Bombs away" anymore. Like yelling "Geronimo"
when jumping out of an aircraft, it's no longer a cool thing to do.
XXIV F-15 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
Besides, when several tons of bombs are suddenly dropped, there's no

need to say anything. You can instantly feel the difference.
Your egress profile keeps you down low just in case. The target
flashes by your wings as you pull into a hard right turn. The G's start
piling up, and it soon feels like Pavarotti is sitting on your chest. You
jink left and listen for your wingman who has just begun his pop-up.
"Shack lead." You hear from number two. Good, that means you've
scored a direct hit.
"Two's off south ... Bug out 150." Goobs, in Bat 2, has pulled a
few extra G's and cut inside your turn. Linking up, the two of you begin
your RTB. A visual inspection shows a few dents and scratches but noth-
ing serious. What a day! Mission accomplished and no one got hurt. You
love it when a plan comes together like this, especially when there's a
potential for so much to go wrong. This is how you've trained for years,
and it all comes down to just a day in the life of an Eagle driver.
MicroProse has put out some great flight simulations in the past,
but the graphics, sound, and fast paced action of F-15 Strike Eagle III
puts it head and shoulders above the rest. As a simulation, it can only be
described as "Sierra Hotel."
Our goal has always been to provide the public with the most realis-
tic air combat simulations they're likely to find. The strategy guide,
which you now hold in your hand, is written in a "real world" style and
continues to stress that sense of realism. It'll help you make decisions
based on what an actual F-15 crew might do. It will show you how to
plan a mission and get you thinking about things that might not have
occurred to you before.
If you find all the F-15E's systems a bit overwhelming, this guide
will have you saying, "Oh, so that's how it's supposed to work." It's
designed to make you a better fighter pilot if that's what you want. But
at the same time, the F-15E is made for moving mud and if dropping
bombs is your thing, this guidebook will teach you how to do it with
style.
-George P. Wargo
Lt. Col., USAF (ret.)
"Wildman"
DESIGNER'S NOTES xxv
Designer's Notes
Seldom is a development team, or an individual for that matter,
afforded the opportunity to work on a project as exciting as F-15 Strike
Eagle III. This was one of those rare opportunities that had the best of
everything going for it-great subject matter and an equally great team.
With many other excellent simulation products on the market, it
was acknowledged early on that this one had to make its mark in new
areas. Evaluating what other companies and MicroProse do best, we
decided to concentrate on the avionics systems and aircraft performance
models. It was fairly certain that we could blaze new trails in these areas.
We were fortunate to complete the product within the time window and
still essentially meet our objectives.
F-15 Strike Eagle III is, without a doubt, the most accurate represen-
tation of a modern, high performance jet aircraft to date. We wanted to
demonstrate to the flight sim fans what it was really like to manage one
of these highly sophisticated aircraft. These systems and models were
going to be accurate-no questions asked. This product slammed down
the gauntlet.
The first step was to accurately model the crew's working environ-
ment-the cockpits. The pilot and WSO's cockpits virtually mirror their
counterparts in the real F-15E. If any question remains, just take a look
at pages 32 to 35 in the original manual. It can't get much closer; very
few liberties were taken in this area. Yes, most of the analog gauges are
only for show, but this aircraft is about as close to "all-glass" as you can
get. The best part about it is that this bird is more than just skin deep.
There really is something behind those seven displays.
The avionics suite in F-15 Strike Eagle !!!is highly representative of
the actual systems. Painstaking care was taken in the visual presentation
of each display. But that isn't where it stopped. An equal, if not greater,
effort was expended to ensure accurate functionality.
The AN/APG-70 radar system is the heart of the avionics suite.
Never before has a simulated radar system functioned with such authen-
tic capabilities. The AA and AG modes available in the sim are those
used by the actual F-15E crews. The other systems are also equal to the
task. The LANTIRN pods, navigation displays, and weapon systems also
function as near to reality as you can get. There isn't much the real live
crews have over your aircraft, and yours didn't cost $50 million.
The second area we're quite pleased with is the flight modeling. This
XXVl F-15 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
aircraft has captured the essence of true flight, but without this very
important element, what would be the point? The reality of this might
be a shock at first. Many of you may have become accustomed to other
examples of this very important facet. This is not to say that those exam-
ples are wrong; this one is just more right. Unlearning perceived realities
can be a difficult struggle; much more so than learning them the first
time around. Convincing the masses of this reality was a difficult task at
first, but the truth usually wins out.
F-15 Strike Eagle III was recently paid one of its highest compli-
ments when a reviewer for a popular gaming magazine stated, "Micro-
Prose deserves a solid A for accurate aircraft performance." The reviewer
is an F-16NC instructor pilot. When you receive compliments like that
from an individual who flies the real thing, it makes all the long hours
worth the effort.
I hope that all our future opportunities are as fun and personally ful-
filling as developing F-15 Strike Eagle III has been. I know I speak for all
the team members when I say they all should be this superb.
-Jim Day
Figure 1.3 The World's March, 1993
greatest MiG killers,
"The Chiefs"
2
CHAPTER
1
Basic Flight Training
The original instruction manual does a reasonable job of

explaining the game if all you want are the basics; flying the
aircraft and shooting the enemy. Very quickly, most players
come to realize chat you can't win this simulation just by tooling
around the sky and blasting everything in sight. Strike Eagle III is
more of a direct combat flight simulation than what you're
probably used to having on your hard drive. For chis reason, you
have to at least be familiar with real air combat tactics if you
want to become good.
It is recommended that players start out in the EASY level of
difficulty (Level 1) with all their reality settings turned to Stan-
dard mode. This introduces you to the simulation using a simple
yet methodical step-by-step approach. Each time you are confi-
dent that you understand a feature of the game, set chat feature
to the next level of difficulty and move on.
Standard mode is easiest level for new players to grasp. It
should not, however, be considered a beginner's level of play. As
a learning tool, Standard mode is invaluable. One reason chis
mode is so much easier is that you are given more information
than an actual pilot would normally receive. It makes the simula-
tion easier to learn but at the same time creates a less realistic
play environment.
Strike Eagle III is a difficult game but it does allow you to
learn at your own pace. This is the raison d'etre for Standard
mode. As you begin to feel more comfortable with the simulation
you will naturally want to move on to Authentic mode
features.
3
4 F-15 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
For some people, playing with

Reality features set to Authentic
mode is a big jump. They have
grown accustomed to safely per-
forming full loops at less than 2,000
feet above ground level (AGL) or
flying around at 700 KIAS above
30,000 feet. Making a 90 break
turn at full throttle isn't a problem
either since there's no need to worry
about G forces when playing in
Standard mode.
In Standard mode, there's no
Figure 1.1 The Home
screen need to worry about weight, either. A loaded F-1 SE will fly just as fast,
climb just as high and turn just as sharp as an unloaded one. Landings
are a relative snap. Simply hitting the runway with your gear down is
often good enough. It won't be pretty but usually you'll land safely.
(Remember the old saying, "Any landing you can walk away from . . .. ")
This chapter will sharpen your flying skills and hopefully teach you
some new ones. If you have owned Strike Eagle III for any length of time
you have undoubtedly already experimented with Authentic mode flight.
Well, for the benefit of all you grizzled veterans out there, this book
takes for granted that you are already familiar with Standard mode opera-
tions. Put Standard mode behind you and look toward becoming profi-
cient at the more difficult levels of play.
FLIGHT Your success in Strike Eagle III depends almost entirely on your ability to
fly the aircraft in combat. Flying an F-15 even in ideal peacetime
DYNAMICS
conditions is an exceedingly complex affair. Add the element of combat
and you begin to realize just what is required of a pilot. Eagle drivers are
required to take a six month course just to be considered qualified to
pilot the F-1 SE. This course is in addition to time spent just learning
how to fly in the first place.
Obviously, this book can't possibly cover the art of flying in any-
thing but the most general terms. Any discussion on the technical
aspects of flight would probably bore most readers to tears. Still, no
pilot can possibly expect to max perform the aircraft without being at
least a little bit familiar with the four farces which affect flight in our
atmosphere.
CHAPTER 1: BASIC FLIGHT TRAINING 5
The Four Forces

Lift
Lift is perhaps the least understood of all the forces. When an aircraft is in
flight, air strikes the leading (forward) edge of its wings. The aircraft stays
up because it continually pushes air downward. Newton's Third Law of
Motion about "equal and opposite reactions" comes into play here.
In simpler terms, as the wing pushes air downward, air pressure
under the wing goes up, creating Lift. The wing surface (and the aircraft
attached to it) is pushed upwards by the higher pressure underneath.
The faster a wing surface moves through the air, the more air will be
deflected down. This greater difference in pressure is why speed, as a
function of thrust, is so important in generating lift.
Confused yet? You're not alone. Let's simplify matters and say that
Lift is the force which directly counteracts an aircraft's weight during all
flight. For example, if your F-1 SE weighs 80,000 lbs. the aircraft's wings
generate exactly 80,000 lbs. of lift to maintain level flight, not 79,999 or
80,001. Any Lift produced in excess of the aircraft's weight will cause it
to rise. If the aircraft weighs more than the Lift it produces, it will sink.
When an F-1 SE rolls in on a target and drops a stick of bombs, the
aircraft immediately becomes lighter. With the weight of the bombs
now removed, an excess of Lift is temporarily generated. The aircraft
will rise accordingly and will continue to rise unless the pilot does some-
thing to correct it. Dropping bombs or consuming fuel makes an aircraft
lighter and the lighter an aircraft is; the greater its Thrust-to-weight
(T/W) ratio.
Thrust
Thrust is the force which propels the aircraft through the air. More
importantly, though, Thrust makes it possible for air to be forced past
the wing. The faster a wing travels through the air, the greater the vol-
ume of air forced past the wing. The more air that is forced past the
wing, the more Lift is potentially generated. The principle remains the
same whether the aircraft is pulled through air by a propeller or pushed
from behind by a jet engine.
Modern fighter aircraft have fantastic performance envelopes
because the difference between their weight and the Thrust they are able
to generate is very great indeed. This is what pilots are talking about
when you hear them speak of thrust-to-weight ratio. The F-15E's two
Pratt & Whitney engines generate approximately 58,000 lbs. of after-
burning thrust. When fully armed and fueled, the Eagle has a maximum
take-off weight of 81,000 lbs. Its T/W ratio doesn't begin to approach
1: 1 until well into the return trip home.
Just as Lift and Weight counter-act each other in the vertical plane,
Thrust and Drag counter-act each other in the horizontal plane. Thrust
is used to overcome resistance to movement in the direction of flight.
This resistance is known as Drag.
Drag
Drag is another force which is often misunderstood. Drag is any force
which acts in opposition to movement. There are two types of Drag
which act upon an aircraft; Induced and Parasitic. Both of these terms are
defined later in this section.
The concept of Drag must first be distinguished from the idea of
weight. Weight is counteracted by increasing Lift. Drag can only be
counteracted by altering the shape of an aircraft in flight (variable-geom-
etry or swept wings) or by performing less Drag inducing maneuvers.
Increasing Thrust does not overcome Drag, it only enables the aircraft to
travel faster despite it.
All aircraft create a certain amount of Drag no matter how aerody-
namically well constructed they may be. It is a function of a particular
aircraft's size and shape (design). An aircraft which exposes a large
frontal area to the direction of flight creates a lot of Drag. This type of
Drag is known as Parasitic. It can be reduced by aerodynamic streamlin-
ing or by making the aircraft smaller and reducing its frontal area.
Parasitic Drag is a major concern to aircraft designers. The size of an
aircraft is usually dictated by the avionics carried, the size of the radar,
and the amount of payload (including crew members) required. These
factors cannot be changed to any great degree once an aircraft is in flight.
Therefore, the amount of Parasitic Drag is generally fixed.
Some aircraft, however, are capable of changing the sweep of their
wings from 90 to something almost flush with the fuselage. These vari-
able-geometry fighters are able to cut down on the effects of Parasitic
Drag by adjusting their wings and thereby exposing less critical surface
to the direction of flight. Wings are extended forward for maneuverabil-
ity and retracted for speed.
The process by which an aircraft generates Lift also creates a small
measure of Drag. This type of Drag is known as Induced Drag. Modern
aircraft are powerful enough to disregard the effects of Induced Drag for
practical purposes. The affects of Induced Drag have been discounted in
Strike Eagle Ill
Drag is also a function of the density of the surrounding air. We've

all heard various expressions about thin air. At high altitudes, there are
fewer air molecules in a given volume of space. The air is thin. At low
altitudes, the air is more dense. There are more air molecules to get in
the way. Moving them out of the way slows an aircraft down and is oth-
erwise known by the generic term Drag.
Pilots must use Thrust to overcome the combined effects of Drag.
The more Drag experienced by an aircraft, the greater amount of Thrust
it needs to reach a given speed. Without taking into account Angle of
Attack, Lift and Drag change as a function of the square of your speed.
If your speed is doubled, Drag is increased four times.
Gravity
Gravity (weight) is the last of the four forces we need to discuss before
proceeding. Gravity is the force generated by the spinning motion of the
earth which keeps us all from flying out into space. It draws all objects
(including aircraft) toward the core of this rotation.
For an aircraft to remain airborne, the Lift being generated must
equal or exceed the force of Gravity at all times. If Gravity exceeds the
amount of Lift being produced the aircraft will start to sink at a rate in
proportion to the difference. Remember the old saying, "What goes up,
must come down." Gravity causes every flight to end sooner or later.
Gravity is measured in Gs where one G equals the normal force of
gravity (3 Gs equals three times the normal force of gravity) . In straight
and level flight a pilot and aircraft experience 1 G. If that same pilot pulls
a hard turn, centrifugal force will "load" additional gravity on his wings.
Angle of Attack (AOA)

Angle of Attack is one of those concepts that flight instructors can
describe, define, and demonstrate for hours. But it all boils down to the
first few minutes. Either a student pilot can visualize what is being dis-
cussed immediately or he won't "get it" no matter how long his instruc-
tor raves.
Angle of Attack, in its most simplistic form, is defined as: angle
(measured in degrees) at which the wing surface of an aircraft cuts into the
relative wind. That's all there is to it and yet it is one of the most diffi-
cult concepts for novice pilots to understand.
Angle of Attack is not the same thing as pointing the nose at a certain
tick mark on the climb ladder. It has nothing to do with the position of
the horizon. Pointing the nose of the aircraft up or down is called aircraft
8 F-15 STRIKE EAGLE Ill: THE OFFICIAL STRATEGY GUIDE
LOW SPEED HIGH ANGLE OFATIACK
Figure 1.2 Angle of

Attack
attitude. Aircraft attitude and Angle of Attack are two different things.
For instance, let's say you are performing a Zoom climb in order to shake
a bandit off your tail. Your aircraft would have a very nose-high attitude
(pointed straight up) and yet have a very low Angle of Attack.
The wings of an aircraft form a plane known as the chord line. The
difference between the chord line and the position of the Waterline
mark is known as the Angle of Incidence. The Angle of Incidence is so
small that it can be safely ignored (for our purposes) in favor of the
larger Angle of Attack.
The Stall
A common misconception among the non-flying public is that the term
stalling means trouble with the engines. They instantly picture a stall as a
sputtering, coughing motor. Actually, use of the word "stall" in the con-
text of flying has nothing to do with the engines. Certain aircraft, specif-
ically gliders, fly very well without any engines at all. These aircraft are
certainly subject to stalls but the lack of an engine is not to blame.
A Stall has nothing to do with speed either. A Stall condition may
occur with the engines going full tilt and at any speed but it can only
happen when the aircraft's Angle of Attack is too great to produce Lift.
Trying to fly the aircraft at too great an Angle of Attack is the one sure
way to cause a stall.
An aircraft can be flown at an Angle of Attack which produces insuf-
ficient Lift to maintain level flight, this is not a Stall. A Stall is caused by
an actual separation of the air flow from the upper surface of the wing.
The air flow travels over the wing surface ends in an area of disturbed air
extending forward from the trailing edge. This condition causes the air-
craft to "depart controlled flight."
To understand a Stall, try this little experiment. Climb to about
10,000 feet and assume a level flight profile. Once you are flying straight
and level, engage your Automatic pilot by pressing Automatic Pilot ([f]).
Now, gradually back down your throttle by pressing Decrease
Throttle (G). Watch your airspeed (in the center left of the HUD)
begin to decrease. As your airspeed bleeds off, notice that the Automatic
pilot is increasing your Angle of Attack to keep you from losing altitude.
At the same time, however, the Velocity Vector indicating the path of
actual flight is slightly downward. Not enough Lift is being generated to
sustain flight bur the aircraft has not as yet entered a Stall.
If you perform this experiment carefully and avoid abrupt changes
in pitch and speed, you can fly for quite a long distance at slow speeds
without stalling. Continue to decrease the throttle and as your airspeed
falls off, the Stall warning will sound. It will appear that, all of a sudden,
the bottom has dropped out from underneath you. Well, it has. The air-
craft will lose altitude and convert this loss into forward airspeed. As the
airspeed rises, your wings will once again begin generating Lift.
In Strike Eagle Ill, the effects of a Stall have been minimized. All
that usually happens is the nose of the aircraft dips to find an attitude
compatible with continued flight. Fortunately the aircraft does not enter
a spin which would be fatal at low altitude.
Load Factor
The ratio of Lift being produced as compared to the weight of the air-
craft is known as the Load Factor. It consists of the sum of normal grav-
ity and centrifugal force as expressed in measurements of gravity or Gs.
In straight and level flight, the weight of the aircraft is offset exactly by
the Lift being produced. The load factor on the wings is 1 G or one times
the force ofgravity.
If a pilot suddenly has to bank the aircraft, to avoid a missile for
example, the Load factor on the wings is dramatically increased. The
combination of gravity and centrifugal force produced by banking makes
greater demands on the Lift being produced. Depending upon how
steeply the wings are banked, the G force exerted on aircraft and pilot is
increased sharply. The amount of Lift (or Load factor) required to coun-
teract this higher G force also increases sharply.
One term that is often used when comparing the performance of
various aircraft is wing loading. This term refers to the aircraft's gross
weight to wing area ratio. In simple terms, an aircraft with a low wing-
loading is generally more maneuverable and has a lower stall speed than
of a high wing-loaded aircraft.
These are obvious points of comparison because hanging tons of
bombs on the wing of an aircraft cannot be good for performance. The
F-15E has a wingspan the size of a "tennis court" and chat gives it the
ability to carry quite a few bombs. A fully loaded Eagle has a high wing-
loading on take-off. After completing its mission, the same Eagle has a
low wing-loading for the return trip home.
Aircraft with a high wing-loading also have a longer cake-off roll. In
terms of Strike Eagle III, chis condition requires chat a loaded F-15 use
its afterburner to take off. Without the afterburner engaged, its high
wing-loaded condition would cause it to roll off the end of the runway.
Thrust-to-Weight Ratio
Many players have expressed the misconception that given the Eagles'
potential Thrust-co-Weight ratio, it should be able to perform accelerat-
ing vertical climbs. There are no front line fighter aircraft that can per-
form such a climb while configured for combat. This type of climb is
reserved for Saturn 5s, ICBMs and the national debt.
The F-15E's two Pratt & Whitney F-100-PW-229 series engines
each produce approximately 29,000 lbs. of afterburning thrust for a total
of 58,000 lbs. That is a huge amount of power being generated by a sin-
gle aircraft. Given the Eagles' standing empty weight of 32, 100 lbs. this
is more than enough thrust to push it around the taxiway.
Sitting in the hangar gets boring so you decide to take her for a spin.
First you load the aircraft with fuel. This instantly drives the weight of
the aircraft up to 45,311 lbs. Configured clean and using internal fuel
only, the F-15E still has over 10,000 lbs of thrust/weight co play with.
The aircraft never flies without its two CFTs, so add an additional
13,667 lbs. Right now, in this configuration, the aircraft weighs 58,978
lbs. You are already exceeding a 1: 1 T /W ratio. The aircraft still needs a
crew to go anywhere so add in another 400 lbs. to account the for two
crew members and their personal gear.
Flying around in an F-15 is expensive especially if you're just up
there burning fuel for no reason. Taxpayers tend to get irate at funding
joyrides, so fly like you have a purpose in life. Because there are people
who cake exception to your flying overhead with 20,000 lbs. of bombs,
it's probably a good idea to take some bullets along for self defense.
Putting bullets in your gun adds another 289 lbs. to the aircraft. If
the idea is to retain a positive thrust-to-weight ratio, forget it. Before you
put a single bullet onboard you've already busted your maximum allow-
able weight.
It might be nice to have a few missiles handy also. The Eagle can
carry four AIM-120AAMRAAMs, so let's take them just in case. At 338
lbs. each, this medium-range peace of mind weighs an additional 1,400
lbs. For short-range work take along four Sidewinders, another 800 lbs.
There's no sense letting the enemy shoot at you if you can't shoot
back. After all, the F-15E is nicknamed the "Mudhen" for a reason and
unless you can drop bombs it's hardly worth making the trip. Be fore-
warned, however, air-to-ground ordnance really puts weight on an air-
craft. Give up any thoughts of preserving a decent flight envelope. The
LANTIRN Navigation and Targeting Pods alone weigh in at over half a
ton and that's before you even hang your first pound of explosive.
The point to all this is simple: you should not overly concern your-
self with the F-15E's thrust-to-weight (T/W) ratio. The Strike Eagle can
produce more than enough thrust to carry you, the aircraft, and a full
load of bombs to the target and back. You will never preserve a positive
T /W ratio like that of the F- l 5C, however. The function and design of
pure dogfighting machines are quite different. The Strike Eagle's mission
is not to go out and mix it up with enemy fighters.
Once you start worrying about thrust and weight, you'll start doing
dumb things. Think how embarrassed you'll be if you run out of gas on
the way to the target or worse, arrive at the target without bombs to
drop. Sure, the F-15E can make vertical climbs but only oflimited dura-
tion. No pilot should expect to rock a Strike Eagle back on its heels and
shoot for the moon. Kinetic energy bleeds off very quickly in a climb.
Once that energy is gone, so is the aircraft's ability to climb.
The Strike Eagle has only one purpose in life and that is to drop
bombs with equal precision in all weather conditions and at night. Pack
the aircraft with as many bombs and missiles as will fit on the wings.
Take every drop of fuel that you have room for and go do your mission.
Leave all those T /W considerations to the F- l 5Cs.
Airspeed
One of the major sources of consternation players have had with Strike
Eagle Ill has been the mix up over airspeed. Why is it that the higher the
aircraft goes, the slower it seems to be traveling? You would think that
with the air being less dense the aircraft would fly faster in the upper
atmosphere and not slower. Why then, do you appear to be slowing

down even though you are not touching the throttle setting? The confu-
sion is understandable especially since the instruction manual did a poor
job of explaining the concept of airspeed. Mea culpa!
Although the airspeed numbers on the Head-Up Display (HUD)
seem to indicate the aircraft is slowing down , it isn't. Look more closely.
Even though your airspeed seems to be dropping, your mach number is
actually increasing. This is because the number you see displayed within
the rectangle is the aircraft's indicated airspeed (IAS) in knots, or KIAS
(Knots Indicated Air Speed) .
Because air density at higher altitudes is less than that found at sea
level, an aircraft's indicated airspeed will decrease as altitude increases.
An aircraft flying at 30,000 feet with an indicated airspeed of 350 knots
is traveling much faster than an aircraft at 5,000 feet with the same indi-
cated airspeed.
The primary difference between !AS (indicated airspeed) and TAS
(true airspeed) is air density. Pilots use indicated airspeed because it is a
constant as opposed to true airspeed which is affected by both ambient
temperature and altitude variations. Remember, airspeed is defined as
the velocity of an aircraft relative to the surrounding air mass. It is not
an absolute indication of the aircraft's speed over ground. A reading of
450 knots on the HUD does not necessarily mean that the aircraft is
traveling 450 nautical miles an hour between points on the ground.
The Mach Number

Another method of determining your airspeed is by noting your air-
craft's mach number. The mach number is displayed just above the G-
force indication in the lower-left region of the HUD. It is visible in all
three modes of operation, AA, AG, and NAV. A mach number is the
speed of your aircraft in relation to the speed of sound. Thus an aircraft
flying at the speed of sound is said to be traveling at mach 1. The same
aircraft flying at twice the speed of sound would be traveling at mach 2.
Above 30,000 feet, pilots maneuver their aircraft using mach numbers
instead of indicated airspeed.
The following list shows that the indicated airspeed of an aircraft
traveling mach 1 varies considerably due to altitude. An aircraft flying at
sea level needs to be flying at 661 KIAS to break the sound barrier. At
60,000 feet the same aircraft would only show an indicated airspeed of
198 KIAS.
ALTITUDE KIAS AT MACH 1

at Sea Level: 661 KIAS
at 10,000 ft: 548 KIAS
at 20,000 ft: 450 KIAS
at 30,000 ft: 360 KIAS
at 40,000 ft: 312 KIAS
at 50,000 ft: 251 KIAS
at 60,000 ft: 198 KIAS
You can also use the mach number to get a rough idea of your aircraft's
ground speed. Multiply the mach number by 10. The resulting number is
the approximate distance your aircraft is traveling in nautical miles per
minute. For example, at mach 1 the aircraft is traveling 1x10 or 10 nauti-
cal miles per minute. At mach 2, this distance is doubled (2 x 10= 20)
G Forces
The F-15E is constructed in such a manner as to withstand many times
the force of gravity. The human body is not. Having discussed G forces
and their affect on flight performance, consider their affect on the pilot.
In Strike Eagle III, the force of gravity manifests itself in two distinct
ways; positive Gs and negative Gs. It is important to note the difference
between the two because each affects the human body differently.
LEVEL FLIGHT 1G 60% BANK 2G TURN
Lift
Weight
lift Force Turning Aircraft
Figure 1.3 G forces as

Weight a result of banking
Effects of Positive Gforces

We are so used to the effect of positive gravity that we tend to ignore it.
Gravity governs every move we make on this planet and with few excep-
tions, human beings experience a constant 1 G (the force of normal
gravity) in their daily lives without being aware of it. We take walking
for granted because we assume our leg muscles will overcome the force
of gravity. If we place a book on a table and leave it unattended, we
assume that gravity will keep it there until we return. (Gravity cannot
protect you against theft, however. Having the book stolen invalidates this
experiment.)
Walking would become quite a chore if the force of gravity was sud-
denly multiplied several times. At 2 Gs our bodies would weigh twice
what they weighed at 1 G. As the weight of our legs increased, eventually
gravity would exceed our muscle's ability to raise our feet.
When flying modern high performance aircraft, G forces seldom
remain at 1 G. Especially in combat, centrifugal force often wallops a
pilot with many times the force of gravity. A 200 lb. pilot can easily be
made to weigh nearly a ton. Operating an aircraft under these conditions
is extremely difficult. Every action becomes a major test of strength and
endurance.
For example, the normal human head weighs approximately 25 to
30 lbs. When subjected to a relatively mild 5 G turn, the pilot's head
now weighs 125 to 150 lbs. Imagine having to support such a load. That
kind of weight places a tremendous strain on a pilot's neck. Remember,
the pilot can't just brace this weight against the back of his seat, he has
to be constantly turning his head about looking for bandits.
G forces also make it difficult for pilots to reach out to turn a knob
or flip a switch. That is why the HOTAS (Hands-On-Throttle-and-
Stick) was developed. HOTAS allows the pilot to fly the aircraft and
control its major weapon systems from his flightstick. Even under a high
G load, the pilot isn't forced to exert himself. All he needs to fly the air-
craft is right at his fingertips.
Aside from making pilots weigh a great deal, gravity has certain
other physiological affects. When the human body is subjected to high
positive Gs, blood is forced away from the brain and begins pooling in
the feet . As blood leaves the upper extremities, a pilot will lose con-
sciousness because his brain is starved for oxygen. This loss of conscious-
ness is known as a black-out. Pilots call it "taking a nap."
There are many ways in which a pilot can combat G-induced black-
outs. A pilot's seat is slightly reclined so that the pilot's body is not posi-
tioned in a straight vertical. Each pilot also wears a garment called a G-

Suit. These strap-on, corset-like garments keep blood from pooling in
the lower extremities by squeezing it back into the upper body.
Pilots can also practice an exercise known as a "G Strain." This
maneuver is similar to straining on the toilet. The huffing and puffing
tends to give pilots an extra G of tolerance. It isn't cute to watch but it is
effective. How many Gs a pilot can withstand before blacking-out is
entirely up to the individual. Some pilots can continue to function quite
well above 9 Gs while others will go to sleep at 8 Gs.
Pilots subject themselves to positive Gs whenever they pull back on
the stick. As you might imagine, this happens frequently when flying.
Even when flying inverted, once the stick comes back positive G forces
are the result.
Smart pilots will keep their eye on the G count. When their maneu-
vers cause the G count to reach around 8 Gs, it's time to consider
unloading the aircraft. Exposing yourself to anything over 8 Gs and you
run the risk of taking a nap. Black-outs are dynamic and follow no set
schedule other than reacting to accumulated Gs. The more Gs you are
exposed to the sooner the black-outs will occur and the longer they will
last. The length of time that the screen stays black is entirely a function
of the amount of Gs you experience over how long a period of time.
When a black-out does happen, the screen fades to black. It remains
entirely black for the duration of the event. As you recover from the
black-out, the screen fades back in.
While the screen is black, the simulation continues at its regular
pace. (The world does not stop just because you're asleep.) In fact, you
now become a perfect 1 G strafe target-perfectly helpless. Any enemy
pilot in the vicinity has an opportunity to deliver the coup de grace while
you're napping.
Effects of Negative Gforces

Negative G forces act on a pilot and aircraft as well, and act in much the
same way as positive Gs. Understandably, it may be confusing at first to
think in these terms. Positive gravity is what kept the book resting firmly
on the table. Negative gravity would cause the book to be pulled from
the table. Instead of forcing pilots down in their seats, negative Gs pull
them out of their seats. Luckily pilots are strapped in, otherwise they
would be slammed against the top of their canopies.
Negative Gs are caused when pilots push the stick forward. In nor-
mal flight, the aircraft would respond to this control input by dropping
Figure 1.4 The F-15E

Simulator at Seymour
Johnson AFB, North
Carolina
the nose or diving. If the aircraft were inverted, pushing the stick for-
ward would cause the nose to rise. In either case, negative Gs are built
up, which like positive Gs, have physiological effects on pilots.
Instead of pooling in the feet, blood is pulled from the lower
extremities and forced into the head. The arterial network of the brain is
swelled by this additional fluid. In particular, the small blood vessels
within the eyes (capillaries) are stretched and sometimes burst. This con-
dition causes what is known as red-out. Red-outs occur at as little as
-3Gs can lead to a pilot becoming temporarily blinded.
When a player has blacked-out or lost consciousness, player control
of the simulation is momentarily suspended. A red-out, on the other
hand, does not involve any loss of consciousness. The player retains full
control over the aircraft. What red-outs do is effectively blind pilots. The
screen remains red (indicating a red-out condition) until such time as
the negative G stress is removed. Following that, it takes an additional
brief amount of time for the pilot to recover.
Because red-outs happen at as little as 3.0 Gs, they are likely to
occur more frequently than black-outs. Fortunately, once you learn the
following technique, you will never be bothered by them again. (In fact,
I have not had a single red-out in any of my last 50 missions.)
Here is a simple way around red-outs. Rather than push the nose of
your aircraft down and create negative Gs, roll inverted. Once upside-
down, you can pull back on the stick. You are now creating positive Gs
which are much easier to deal with. (You can take up to 8 Gs in most
cases before blacking out.)
When you have reached your desired nose-down attitude just roll
180 again. Now you are right-side up and in the proper dive angle.
Remember, negative Gs are easy to avoid by rolling inverted and creating
positive Gs in their place.
-~
You've been good enough to sit through that rather dry lecture on flight STARTING
fundamentals, now it's time to apply some of what we've learned. Every- THE MISSION
thing in Strike Eagle III revolves around the ability of players to complete
their assigned mission. Even when a player is involved in a campaign,
each mission should be studied as a standalone entity. This section is a
primer on the flight operations that go into starting each mission. Begin-
ning with take-offs, all the necessary information needed to get you to a
level flight profile is contained here.
Taking-Off
Players start each mission either already in flight or parked at the end of
a runway. In-flight missions begin at a KC-10 Refueling tanker and start
you off at 26,000 feet. This gives players plenty of time to get things
under control before starting out toward the target. Missions chat begin
with the player on the ground are somewhat more difficult. They have
certain critical tolerances built into them. For example, taking-off
requires your aircraft to be airborne by the time it reaches the end of the
runway.
At Take-off, the aircraft is the heaviest it will ever get during a mis-
sion. The aircraft is also flying slowly and traveling close to the ground.
Because it is at ground level, the aircraft has no reserve momentum or
energy reserve to call upon. (The pilot is unable to trade altitude for air-
speed in case of a stall.)
The object of every take-off is to propel your 80,000 lb. F-15E for-
ward with enough speed co cause it to leave the ground. The runway
doesn't give you much time to do it. Running off the end of the pave-
ment will destroy the aircraft, so it is important to reach your take-off
speed as soon as possible.
From the moment the aircraft begins rolling, the pilot had better be
on the ball. Take-offs can be very unforgiving if the pilot is not 100% in
Figure 1.5 The

afterburner assisted
take-off
control. Striking an object on the ground or careening off either side of

the airstrip is fatal.
Use of the aircraft's afterburner is mandatory for take-off in Authen-
tic mode. Dry thrust alone does not generate enough airspeed for take-off
when loaded. Even at Full Military Power, the F-15E cannot create
enough lift to get airborne before rolling off the runway. Get in the habit
of starting your take-off roll with the afterburner (0) engaged.
As the aircraft gathers speed, the first indication that the aircraft is
ready to lift off (rotate) is the rise of the Velocity Vector symbol on the
HUD. Once this symbol appears next to the Waterline mark, you are
nearing the speed needed to raise the nose wheel off the runway. The
necessary rotation speed varies according to the aircraft's weight. At its
maximum weight, this speed is approximately 210 knots.
Gently pull back on the stick. By attempting to lift the nose wheel
you are "testing the waters." If the aircraft is moving fast enough, it will
fly off without further prompting. If not, the nose will remain on the
ground or dangle in an elevated position until the proper airspeed is
attained. Play around with Side View ([ill) in order to get familiar with
take-offs.
Keep your nose pitched at no more than 10 until you have cleared
the runway. At 10, both your airspeed and altitude will continue to
increase. As soon as you are comfortable and clear of the runway, raise
your landing gear by pressing Landing Gear([)) . Notice your airspeed
jumps up as the drag created by having your gear down disappears.
You may shut off the afterburner by pressing Decelerate ([::J) once.
Quickly press Look Down (lIJ) to check the Engine Management Dis-
play (EMD) and insure that you are still at 100% RPM. If there is
plenty of fuel available, leave the afterburner engaged until your airspeed
reaches 350 knots. For the sake of fuel economy, the sooner you are able
to reduce your power setting, the better.
One thing you don't want to do while taking-off is lose either
energy or airspeed. Causing a stall at a low altitude is usually fatal. There
just isn't time to regain control before hitting the ground. Examples of
energy-losing maneuvers would be high G turns (wings banked at 90)
or sharp pitch ups to increase your attitude. The idea is to avoid any-
thing that might cost you airspeed this close to the ground.
Now that you're airborne to stay (at least until your fuel runs out) ,
you can start thinking about completing the mission. We'll worry about
landings at a later time.
Engine Management Display

Located in the lower right corner of the front seat cockpit is the Engine
Management Display or EMD. Situated directly to the right of MPCD
#3, the EMD monitors the in-flight status of your engines. It is divided
into two identical columns, one for each of the aircraft's two engines.
In the actual aircraft, each engine can be adjusted independently.
Strike Eagle Ill does not recognize this ability. Unless the engines suffer Figure 1.6 The Engine
damage, both engines will always reflect the same power setting. Admit- Management Display
tedly, this is somewhat unrealistic. But the designers believe that forcing
players into tinkering with separate power settings would double the
work load to no good purpose. It could easily become a game within a
game and detract from the overall simulation rather than add to it.
The top number in each column is the current engine output
expressed as a percentage of total engine RPMs. Full Military Power
would be rated 100% of total RPMs. Cruising speed in the F-15E is
considered to be between 86% and 90% of total RPMs and represents
the best mix of speed and fuel efficiency. The next line on the EMD
gives the fuel temperature in degrees Celsius. Fuel temperature has no
practical function in terms of the simulation except to show its relation-
ship to power output. There is nothing you can do to independently
alter fuel temperature.
The third line of the EMD gives the amount of fuel being con-
sumed as a result of your power setting. Fuel flow is displayed in thou-
sands of pounds (lbs.) of fuel per hour. Note that there is no decimal
place between the digits. A reading of 95 would equal 9.5 thousand

pounds of fuel being consumed per hour of flight at this power setting.
Again, there is nothing you can do to independently alter your fuel con-
sumption except to lower your power setting.
The next line gives the engine's oil pressure measured in pounds per
square inch (PSI). It has no practical function in terms of the simulation
except to show how hard the engine is working. There is nothing you
can do to independently alter the oil pressure. This gauge is essentially
just a monitoring device.
The small gauge within the EMO shows the nozzle position of each
engine. The "turkey feathers" at the rear of each engine are focused to
produce the optimum thrust at a given 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 nozzles are auto-
matically positioned by the engine fuel control.
Fuel
Other than the enemy and inadvertent contact with the ground, the
only thing that can force an early end to a mission is running out of fuel.
Empty fuel tanks will put an end to your mission as surely as enemy bul-
lets. Therefore, it is important that you remain aware of your fuel state at
all times during the mission. The first step is keeping an eye on the fuel
gauge.
Directly to the right of the EMO is the fuel gauge. Aviation fuel is
not measured in gallons as you are more accustomed to. It is measured
in thousands of pounds (lbs.). One gallon of JP 5 (fuel) weighs roughly
6.1 lbs. The fuel gauge displays the amount of fuel you have remaining
onboard using three digits. A reading of 159 would equal 15.9 thousand
pounds of usable fuel remaining onboard. Note that there is no decimal
place between the second and third digits.
Fuel Configurations
A fully fueled F- l 5E normally carries of 22,600 lbs. of internal and CFT
stored fuel. The centerline tank which can be assigned during the Arm-
ing sequence carries 3,900 additional lbs. of fuel. Wing tanks, which are
also assigned during the Arming sequence, carry an additional 3,900 lbs.
of fuel. With all three tanks on-board your fuel gauge will read 343 or
34,300 lbs. of fuel.
Fuel is consumed according to your power setting and altitude. At

Full Military Power, 34,300 lbs. of fuel gives your aircraft a basic
endurance time of almost 3.5 hours. At a low power setting this
endurance time is increased significantly. Flying with your afterburner
engaged burns up fuel at an enormous rate and will cut into your overall
endurance time.
To optimize your fuel and ordnance load-out, pilots usually take-off
equipped with only a centerline tank. This gives the F-15 a mission
load of 26,500 lbs. of fuel plus weapons. At Full Military Power, the
extra 610 gallons of fuel gives you a total endurance time of 2.7 hours.
You will seldom need wing-tanks unless you are flying an exception-
ally long mission. Wing-tanks take up a position on the wing station
that could better be used to carry air-to-air missiles. The 7,800 lbs. of
extra fuel gives you just a little over .75 hours of flying time at Full Mili-
tary Power.
Practicing fuel economy while in-flight is certainly better than
packing the aircraft full of fuel. Fuel is power, but it is also weight. The
heavier the aircraft is, the more fuel is burned up pushing it around.
You arrive at a break-even point very quickly once you start carrying a
lot of external tanks. External tanks alone will cost about 30 knots of air
speed.
Fuel is consumed in the following sequence; external wing tanks,
centerline tank, and finally, all internal fuel. Starting with wing tanks,
fuel in external tanks is used up before any internally stored fuel. Only
after all external fuel contained in the centerline tank is consumed does
the F-15 begin to draw on its 22,600 lbs. of internal fuel.
In Strike Eagle III, you cannot change this sequence nor transfer
fuel between tanks. When the external tanks are empty, the weight and
drag effect of the tanks themselves is negligible. The aerodynamic shape
of the three tanks cost less than 5 knots of airspeed. This is why it is not
necessary to drop your external tanks once they are empty. Strike Eagle
III does not allow you to drop fuel tanks separate from the other ord-
nance being carried. The only way you can drop your fuel tanks is by
jettisoning your air-to-ground ordnance. It's all or nothing-every-
thing goes at the same time.
In most instances it's unnecessary to drop your empty tanks with a
full load of bombs on board. The added weight of the empty tanks is
negligible in comparison to the weight of even one Mk. 84 bomb. If all
your ordnance has been released, then there's no reason to keep the
empty tanks. You can drop your tanks at your leisure and pick up an
extra 5 knots for the ride home.
Fuel Conservation
Cruising Speed (80% RPM) gives the aircraft the best mix of power ver-
sus fuel consumption. This setting should be used when you are flying
long distances and still <Fence In>. Once you are <Fence Out> you can
drop your power setting as low as 30%-40%. Do this only when you
anticipate flying for an extended period of time on the same heading.
Making a lot of course corrections can kill what little forward speed is
generated at 30% power. You must constantly be on guard against
stalling the aircraft when trying to conserve fuel in this manner.
Because missions are not timed, you are not penalized for taking too
long. The important thing is to complete the mission even if that means
flying at 240 knots to and from the target. Make no mistake about it,
when your fuel is gone the game is over. You had better already have a
landing spot in mind or the KC-10 in sight 'cause the F-15E has a glide
path like a brick without engines to help out.
All that fuel you save in transit between target and home can be used
up in combat within minutes. Air combat has a way of burning up a
considerable amount of fuel because sustaining high-G maneuvering
requires power. This kind of power only comes from having the after-
burner engaged in many cases.
The Afterburner
An afterburning engine gives a pilot access to enormous additional
Figure 1.7 Flying
power. Kicking in the afterburner allows a pilot to sustain high- G
with the Afterburner maneuvers without losing altitude. It extends the vertical climb ability of
engaged the aircraft and increases its level
flight speed dramatically. All this
extra power does not come with-
out a cost, however. The after-
burner requires a considerable
amount of additional fuel.
The power generated by the
afterburner is known as wet thrust
because raw fuel is literall y
dumped directly into the flaming
exhaust. Notice the fuel flow
reading on your EMD when the
afterburner is engaged. At 90,000
lbs. per hour, fuel is consumed at
9 times the FMP rate. A few
minutes of afterburner is all it takes to drain a tank, so watch it. There's

no sense using all your fuel up in combat just to be forced into ejecting
later on. A plane down is a plane down. It doesn't matter whether it's
shot down or crashes after running out of gas.
There are really only two times that you will need to engage after-
burner, on take off and when conducting Basic Fighter Maneuvers
(BFM) . The need for using afterburner when taking-off has already been
covered. BFM engagements often require the afterburner to sustain the
rapid energy consumption which occurs during a fight. Generally, a
single-role strike aircraft must jettison its air-to-ground ordnance if
attacked. Using the afterburner in an air engagement may make it possi-
ble for that aircraft to keep that ordnance onboard, at least for a little
while longer.
F-15E is a dual-role strike fighter. This means that not only is this air- MASTER
craft expected to deliver ordnance on ground targets, it is also expected MODES
to defeat enemy aircraft along the way. Because of the variety of missions
and roles expected of it, the Strike Eagle must operate in different Mas-
ter modes. As the player alternates between these modes, the aircraft is
reconfigured to perform within a specific environment.
The F-15E has three Master modes of operation; Air-to-Air (AA),
Air-to-Ground (AG), and Navigation (NAY). Each of these Master
modes is designed to assist the pilot and WSO in one specific mode of
operation. In Strike Eagle Ill it is easy to alternate between these modes.
The player merely has to press the Master Mode Toggle (~) to make
the switch. Located just below the Upfront Controller are the Master
Mode indicator lights. These lights are positioned so that you can tell at
glance which Master mode the aircraft is currently operating in.
Except for the HUD and AN/APG-70 radar, aircraft systems gener-
ally carry over from one Master mode to next. The default settings for
the various MPDs have been selected according to their importance in
each individual Master mode.
Air-to-Air (AA)
Air-to-Air mode (AA) is the prescribed mode for combat operations
involving enemy aircraft. In this mode, the AN/APG-70 radar is used
primarily to search for, identify and engage enemy interceptors. The
Head-Up Display gives the pilot critical information about enemy air-
24 F-15 STRIKE EAGLE Ill: THE O FFICIAL STRATEGY GUIDE
craft he detects on radar which he may then use to direct his air-co-air
weapons (guns and missiles).
Air-to-Ground (AG)
Air-to-Ground mode (AG) is the prescribed mode for targeting and
attacking enemy targets on the ground. In this mode, the AN/APG-70
radar is used to designate ground targets and generate High Resolution
Maps (HRMs) of target areas. The Head-Up Display varies according to
the type of weapons carried, and the delivery mode being used. Target-
ing information (such as range, TTGT, TREL, etc.) is displayed on the
HUD where the pilot can see it.
Navigation (NAV)
When not in contact with the enemy, Navigation mode (NAV) is used
to make it easy for the pilot to find his way home and land. The Instru-
ment Landing System (ILS) is only active when the aircraft is in NAV
mode. Limit the use of NAV mode until such time that you are sure
there is no danger of hostile interference. NAV mode is only recom-
mended over friendly airspace (Fence Out) and when nearing a home
airfield, otherwise stick to one of the other modes of operation.
NAVIGATION In the old days pilots had to navigate by dead reckoning, looking for
familiar landmarks on the ground. This used to be known as pilotage and
you don't see much of this anymore. Nowadays, the man in the cockpit
can push a button and engage the automatic pilot. If lost, a pilot can dial
up a satellite and find his location down to the square meter. Given the
speed and altitude at which modern aircraft travel, pilotage is usually not
a viable option. Pilots are often lucky if they can keep track of large ter-
rain features much less the smaller ones needed for proper orientation.
Since the F- l 5E is an all-weather, day or night capable strike fighter,
pilots can't always see the ground they're flying over. Dead reckoning is
only useful in a limited set of circumstances; during daytime when flying
low and slow. That is why pilotage is only used as a secondary means of
getting around. Learning an alternative navigation technique is impor-
tant because pilots hardly ever encounter the ideal flying conditions
needed for pilocage.
The Moving Map

In Strike Eagle Ill, the best way to navigate is to have your WSO call up
a Tactical Situation Display. The "moving map" display provides players
with a perfect God's-eye view of the terrain below regardless of weather
or light conditions. In Standard mode, enemy aircraft and missiles even
show up. Who could ask for more?
The TSO is an excellent way of navigating because you can expand Figure 1.8 The
the view to encompass almost the entire world. In an instant, your pre- Tactical Situation
display
sent location, home airfield, and targets are all visible. If your WSO
can't find his way around using the TSO, maybe he should find a new
line of work.
Don't get wedded to using the TSO for navigation though. If the dis-
play is damaged you'll be left with only pilotage. After the TSO, the next
best method of navigation is the digital coordinate system displayed on the
Upfront Controller. It will display your position even if the NAV Pod is
damaged. These little red text windows can save both you and your aircraft
in an emergency but first you have to know how to use them.
The Upfront Controller

One of the more versatile and important instruments in the front cock-
pit is the Upfront Controller. It consists of four vertically arranged text-
display windows and operates using Sequence point information. Once
you have selected a Sequence point (Primary target, Secondary target,
Home airfield or Tanker Track) data concerning this particular point is
programmed into the Upfront Controller.
At the beginning of each mission, the active Sequence point defaults
to your Primary target. Of course, you are free to change Sequence
points at any time and as often as you like. The Primary and Secondary
target Sequence points are changed automatically when the target is
destroyed. For example, if you destroy the Primary target, the Upfront
Controller instantly switches its displays to show information concerning
the Secondary target. If you destroy the Secondary target, the Upfront
Controller then switches to your Home airbase or Tanker Track.
The uppermost text window displays your aircraft's current lat/long
position in degrees and minutes as it would appear on the campaign
map. This position is displayed throughout your mission. It is used to
calculate your distance from the various sequence points (measured in
nautical miles).
The second tier window displays the latitude and longitude position
of the active sequence point you have currently selected.

The third text window displays the distance from your
~ = current position to that sequence point (measured in nauti-
"
""' -- . cal miles).
':IJ r
"I(. . ,,,.. The bottom window lists the amount of fuel (mea-
sured in thousands of pounds) needed to return to your
-...-
'II-
--~
-~
7
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point of origin from the sequence point that is farthest
away from that point. This number is known as bingo fuel.
When the fuel remaining onboard falls to this amount, a
message flag alerts you that it's time to start heading home.
If you slept through your pre-flight briefing or have
Figure 1.9 The forgotten the type of targets you are supposed to hit, the
Upfront Controller Upfront Controller can remind you. Pressing the Upfront Controller
([II)) toggles the Upfront Controller to reveal the type of targets you
have been assigned. Press it again and the Upfront Controller will revert
back to the digitized navigation information.
Navigation using the Upfront Controller

Before attempting to navigate using the Upfront Controller make photo-
copies of the campaign maps. Having a campaign map in front of you
makes the task of navigating by coordinates much easier. Photo-copied
campaign maps can be marked on as needed without destroying your
original. They can also be enlarged to create room for additional detail.
Using a pencil and ruler, mark in lat/long lines that have been left out of
the original maps for clarity's sake. (You will have to pencil in two lati-
tude and four longitude lines per existing grid.)
Take the following situation; you are flying home from a night
strike. It was a tough mission and your aircraft has sustained significant
battle damage. Your HUD and Automatic pilot are knocked out and
you are essentially flying blind with no way to determine bearing or
heading. How do you find your way home?
The first step is to toggle your Sequence point (I Shift) (ID) so that your
home airfield or tanker track is "active." Immediately, you are given the
now "active" sequence point's location and your distance from it. The
next step is to get on the correct heading. In order to do this, you need
to note your current position in relation to your destination on the
Upfront Controller.
In the Persian Gulf and Korean scenarios, you will be traveling to
and from your targets in a predominately northerly or southerly direc-
tion. Therefore, fly a heading so that the longitudinal coordinates of
both your position and destination will eventually match. Once the lon-
gitudinal coordinates match you only need to fly a direct heading of
either 360 or 180 to get home. You should at least have an idea
whether you are to the north or south of your home base. In these two
theaters, most targets lay to the north of your airfields.
In the Central American scenario, you will traveling to and from
your targets in a predominately westerly or easterly direction. You will
want to fly a heading so that the latitudinal coordinates of both your
position and destination will eventually match. Once these coordinates
match you only need to fly a direct heading of either 270 or 90 to get
home. You should at least have an idea whether you are to the east or
west of your home base. In these two theaters, most targets lay to the
east of your airfields.
You can judge how well you are navigating by watching the num-
bers in the third text window. If the range is decreasing then you must
be doing something right. If, however, the numbers are increasing you
are heading away from home rather than toward it. Change course 180
and remain on this new heading for a few minutes. You should see the
range decreasing now that you are heading in the general direction of
home.
Don't give up, even if you are frustrated. There is still another way
to navigate even if it isn't exactly legal. Rather than lose your favorite
pilot or have one of those nasty recovery symbols appear in your medal
box, use this simple expedient. First, press a key which brings up an
external view. Any external view works equally well. Now press Declutter
(@). Along the bottom of the screen is displayed your aircraft's speed,
altitude, and most important, its heading.
~
The Head-Up Display (HUD) is a remarkable device. It provides the HEAD-UP
pilot with crucial flight and weapons data. This information is superim- DISPLAY (HUD)
posed on a wide-angle transparent pane placed directly in front of the
pilot. The display is called a HUD because it allows the pilot to keep his
head up and looking outside the cockpit. It also frees him from having
to search around the inside of the cockpit checking gauges to see how his
plane is doing.
The type of information displayed on the HUD depends entirely on
what Master mode the aircraft is operating in. Combat information such
as a missile's ASE circle, Steering dot and Target Designator Box is dis-
played in AA mode. In AG mode, the HUD contains ground targeting
information which varies according to the

method of delivery. In NAV mode, the addi-
tion of the ILS glide slope makes for easier
landings, especially at night.
The HUD is particularly important dur-
ing night operations. The HUD is equipped
with a FLIR sensor that allows pilots to func-
tion in total darkness with nearly the same
Figure 1.10 The effectiveness. Press the HUD FLIR ([Shift] (I]).
Head-Up Display The HUD instantly changes to a light green colored display which uses
heat rather than light to make things visible. This InfraRed sensor allows
the pilot to view objects in pitch darkness. Not only is the HUD FLIR
helpful in avoiding ground collisions, it also gives the F-15 a distinct
advantage in night combat.
Flying over various types of terrain can make the HUD symbology
difficult to read. Pilots can correct this by changing the HUD contrast.
Press the Increase/Decrease HUD brightness (((8] I [Shift] (8])). Having all
the HUD information in front of you simultaneously is a distraction and
can lead to confusion. If you feel that you are being bombarded with too
much information, toggle the Dec/utter HUD@] . The Pitch ladder in
the background is removed.
MULTI- Each F-15E comes equipped with seven Multi-purpose displays (MPD) ,
three in the front seat and four in the back. Several of these MPDs have
PURPOSE
the capability of displaying color images and are known as Multi-pur-
DISPLAYS pose Color Displays (MPCDs). The wide range of displays available to
(MPD) the crew is one of the principal reasons for the Strike Eagle's effective-
ness. Pilots and WSOs can call up any of a number of display screens
and arrange them to suit their individual tastes.
The default setting and positioning of these displays is the result of
careful study. At the start of each mission, the MPDs are set and located
according to what the design team believed is the optimum arrangement.
Of course, players are free to arrange the displays in any manner they
choose.
MPDs #1, #2, and #3 are accessed from the pilot's seat in front.
MPDs #1 and #2 are the upper displays running left to right. MPD #3
is the central display. To view MPD #3, you must first use the Look
Down (CZJ). It is also the only front seat MPD which gives color images.
The WSO has access to four MPDs in the rear seat arranged left to
Figure 1.11 The rear

cockpit with four Multi-
purpose displays
right: MPDs #4, #5, #6, and #7. For example, MPD #7 is the far right
display in the rear cockpit. The two outside displays (#4 and #7) are
MPCDs and give color images.
Placing an MPD "In Command"

Knowing the numerical order of the displays is important. To place a
display "in command," press IMJ and display number simultaneously.
For example, if you want to put the far right display in the rear seat in
command, hold down rm and press the numeric 0 key.
When a display is in command, four vertical tick marks appear
along the bottom edge of the monitor. You can only Zoom In/Out or
alter the range setting on displays that are in command. Keep in mind
that not every screen has a Zoom feature associated with it.
Toggling between Display Screens

Even though the default setting is the recommended arrangement, play-
ers are free to experiment with different set-ups. Each MPD can show
the entire range of display screens. It is simply a matter of toggling
through the sequence of display screens until you find the one you want.
It is not necessary to place a particular MPD "in command" before
switching display screens.
Again, knowing the numerical order of the displays is important. To
toggle between screens, press the (Shift] and display number simultane-
ously. For example, if you want to change the display screen of the far
right display in the rear seat, hold down [Shift) and press the numeric CZ].
Continually pressing these two keys simultaneously toggles the display
until you arrive at the screen you want.
AN/APG-70 Radar (RAD)

Just as the A-10 Thunderbolt II (Warthog) is built around its GAU-8
"Avenger" 30mm gun, the F-15E is built around its powerful AN/APG-
70 radar. It is the heart of this aircraft's air-and-ground attack capability.
Air-to-Air mode
You cannot be successful at Strike Eagle III without knowing the "ins
and outs" of the AN/APG-70 radar. It gives this aircraft a qualitative
advantage over most, if not all, of the enemy interceptors you will
encounter. When the Strike Eagle is toggled
to the Air-to-Air Master mode, the radar is
TRnc placed in an air-to-air role as well.
In the Air-to-Air role, the radar is used
exclusively against aircraft and is capable of
detecting multiple airborne targets up to 80
nautical miles away. But in this mode it sacri-
fices any ability to detect targets on the
Figure 1.12 The Air-to-Air radar (Long-range scan) ground.
Air-to-Ground Mode
The AN/APG-70 radar in the Air-to-Ground mode produces a display
known as the Real Beam Map. When toggled to this Master mode, the
radar gives up its ability to detect aerial targets.
Real Beam Map (RBM)

When used in an Air-to-Ground role, the AN/APG-70 radar provides
the pilot with a Real Beam Map (RBM) display. Radar energy "paints"
the ground ahead of the aircraft. This energy is then reflected upward.
These radar returns are used to produce real-time, photo-quality High
Resolution Maps (HRMs) enabling the WSO to pinpoint ground
targets.
The RBM display shows ground targets in much the same way as
the radar shows aerial targets.
High Resolution Map (HRM)

High Resolution Maps (HRMs) are photo-quality representations of
objects and terrain. HRMs are produced using the Real Beam Map dis-
play to designate targets. Points on the RBM are scanned by radar, then
.
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converted into visual displays or HRMs. :Iii fl.!!!
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HRMs come in seven separate scales, ranging from 40 nm general
terrain maps down to .67 nm targeting maps. The highest level of detail Dl' 'Lll'iii'iillfD'
is found at the lower scales. Individual structures, terrain features, and Figure 1.13 The Real
targets at these lower scales can be discerned with ease. Once an HRM is Beam Map display
produced, the pilot or WSO can designate targets right off the display.
Details concerning the tactical use of the High Resolution Map can
be found in the Air-to-Ground section of Chapter 3.
Tactical Electronic Warfare System (TEWS) Display

The Tactical Electronic Warfare System (TEWS, pronounced "Tooz") is
an integral part of your aircraft's self-defense capability. It consists of an
array of sophisticated sensors and receivers. The TEWS is such an impor-
tant part of the aircraft's overall effectiveness that an entire section is
devoted to it in the instruction manual. Knowing how to interpret the sym-
bology appearing on the TEWS is critical to the success of your mission.
In Standard mode, the TEWS functions as a "God's-eye" view of the
battlefield. It gives players an unfair and unrealistic advantage by auto-
matically showing the enemy's positions up to 80 nm away. It is a back
up to the Standard mode TSD (moving map) . The only real difference
between the two displays is one of presentation. The TSD is actually a
better display to use, if a choice must be made.
The Authentic mode TEWS has display range of only 40 nm rather
than the 80 nm you are used to. The range of the TEWS would be effec-
tively cut in half in it were not for the four Quadrant lights. Quadrant
lights are the four small triangles on the TEWS display at 3, 6, 9 and 12
'o clock. These lights illuminate whenever the sweep of a hostile radar is
detected within 80 nautical miles. Known as a "hit," each time an enemy
radar sweep passes over your aircraft, the TEWS picks it up. It will sound
an audio warning "beep" and illuminate the nearest Quadrant light.
TEWS Display Icons

Remember, unlike the radar displays, your aircraft is centered in the
middle of the TEWS display. In Standard mode, your aircraft icon
appears in the center. In Authentic mode no such icon is displayed.
Therefore, objects appearing at the bottom of the display are actually
behind you.
Figure 1.14 The The TEWS displays the positions of ground based radars when they
Authentic mode TEWS
begin tracking your aircraft. A square icon appears on the display at the
appropriate bearing from your aircraft. Both air and ground radars are
displayed when they have achieved a lock. Ground based radars appear
the same as when they are tracking. It is only when a SAM is launched
that you know they have a "lock." Aircraft radars, on the other hand,
only appear when the radar has achieved a "lock."
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 an air-to-air missile is to prevent it from being fired in
the first place.
The TEWS has a capability of displaying up to ten aircraft or
ground-based radar icons simultaneously. If more than ten radars are
"locked" onto your aircraft, the TEWS drops the additional detection
indications 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 as diamond-shaped symbols after they have
achieved a "lock" on your aircraft. Until such time, enemy aircraft are
invisible on the TEWS . Remember the TEWS works by detecting
energy emissions, it does not function as a radar. 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 as listed here:
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
5. AAA Acquisition and Tracking radar
Triple-A batteries, Missile (patrol) boats
6. 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 111/5, 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
6. Airborne Early Warning radar (AWACS)
E-3 Sentry, 11-76 Adnan
Missile Detection and Warnings

The TEWS also has the capability of detecting radar-guided SAMs and
Air-to-Air radar guided missiles. These missiles, both ground and air
launched, appear as smaller unnumbered squares. 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.
When an aircraft with a "lock" fires a missile, the aircraft's icon does
not flash. You do receive audio warnings, however. In addition, the [AI]
Cockpit instrument light illuminates. Again, the missile appears on the
TEWS display as a small unnumbered square.
If a SAM installation launches a radar-guided missile, its icon begins
flashing and the [SJ cockpit instrument light also illuminates. The mis-
sile icon is visible as it leaves the flashing SAM installation and begins
heading toward your aircraft. This should give you plenty of time to
deploy countermeasures or maneuver to defeat it. Although the TEWS is
merely a backup system for detecting enemy aircraft, it's absolutely
essential in dealing with the SAM threat.
Keep in mind that heat-seeking missiles are not displayed on the
Authentic mode TEWS. Since they are passive trackers, they do not emit
energy that the TEWS is able to detect. Players are given an audio warn-
ing when a heat-seeking missile is launched, however. Although this is
not strictly realistic, the designers were feeling generous and gave players a
gift. Without the warning, a bandit could conceivably close in, fire a heat-
seeker, and destroy your aircraft without you ever knowing it was there.
Tactical Situation Display (TSO)

The TSD is a moving 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. The TSD is used primarily
for navigational purposes. Targets, friendly bases, and even your auto-
matic pilot tracks are shown on the map. As long as this display is func-
tioning it is almost impossible to get lost while on a mission.
In Standard mode, the TSD is a pilot's dream. Any concerns a pilot
may have had about situational awareness are over. Enemy aircraft,
radars, and missiles are revealed in the TSD's "God's-eye" view. It
removes any pretense of being a true combat simulation from the game
and creates more of an arcade "shoot-' em up" environment. Heaven for-
bid anyone would use the Standard mode TSD in a Head-to-Head com-
petition. Where's the challenge in being able to look down from above
with perfect intelligence?
As you become proficient at playing Strike Eagle III, one of the first
things you will want to do is switch the TSD to Authentic mode. In
Authentic mode, all that is changed is the ability to spot enemy aircraft
and missiles. This more realistic state of affairs forces players to utilize
their TEWS for threat detection only, as it should be.
Horizontal Situation Indicator (HSI )

The Horizontal Situation Indicator (HSI) is a simple 360 rotational
compass. It comes in handy when the HUD or NAV system has been
damaged. The vertical line at the top is known as the "Lubber Line" and
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, NP appears on the display
below the aircraft icon just as a reminder. The HSI is also equipped with
an Instrument Landing System (ILS). The system is only engaged, how-
ever, when the aircraft's landing gear is down. The heading marker sym-
bol on the outer ring of the compass indicates the bearing of the nearest
friendly airbase within 50 nm. A Course Pointer and Deviation Indicator
are also located on this display to aid in lining up for the final approach.
Attitude Director Indicator (ADI)

The Attitude Director Indicator (ADI) displays an artificial horizon
which indicates the aircraft's pitch and roll condition. It is particularly
useful during night missions when a pilot is unable to see the ground
and may become spatially disoriented. It is best to place this display
screen on an MPCD because its circular display is divided into two col-
ored sections; blue for above the horizon and gold for below.
The line formed where these two sections meet represents the hori-
zon. In the center of the ADI is a Waterline mark similar to that the one
located on the HUD. This symbol, along with the superimposed pitch
ladder, is meant to aid the pilot in judging his relative pitch at night.
The ADI also displays the Instrument Landing System (ILS) Bank
Steering Bar and Glide Slope Indicator. The ADI should be used in con-
junction with the HSI to effect low visibility landings when the HUD is
damaged.
Armament Display (ARMT)

The Armament display (ARMT) is a graphic representation of your ord-
nance load. There are two different displays according to your current
Master mode. In Air-to-Air Master mode, the display shows your missile
lay-out. The location of each of the missiles on the weapon stations is
36 F-1 5 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
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) . 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.
Regardless of mode, the weapon station "in priority" is signified by
having a "box" placed around it. Weapon stations can be changed by
pressing keyboard numbers 1-8. The numbers correspond to the follow-
ing weapons/ordnance: #1 is the M61Al gun; #2 is the AIM-9M
Sidewinder; #3 is either the AIM-120A or AIM-7M radar guided mis-
siles; #4- #8 are air-to-ground ordnance stations.
HUD Repeater (HR)

The HUD repeater (HR) gives paranoid "back-seaters'' a display that is
tuned to see what is going on up front. (I don't know about you, but as
a WSO, I like being able to check the altitude for time to time.)
Master Caution Display (MC)

The Master Caution (MC) display gives you a full text listing of all areas
currently damaged and inoperable. Of course if the displays themselves
are damaged, you won't be able read a thing. Learn the Master Caution
light display in the rear seat. There is a crib sheet on the Key Reference
card to help you remember.
YOUR FLIGHT Now that the aircraft is off the ground and you've adjusted your displays
the way you like them, you can now begin planning your flight profile.
PROFILE T he two principal things to consider when planning a flight profile are:
1) your fuel status and 2) enemy deployment. Flight profiles are broken
down into three mission segments, each of which need to be looked at in
terms of these principal considerations.
Target Ingress Flight Profile

Ingress is the route your aircraft travels from the time of take-off until it
arrives in the target area. Having good intelligence on the enemy's
deployment is critical to planning your ingress profile. It should be
designed to minimize the risk of premature detection. The worst thing

that can happen to a strike package is to be spotted or intercepted prior
to reaching the target. With weapons still on-board, the aircraft will be
at its heaviest gross weight and forced to jettison stores if attacked by
enemy fighters .
Fuel conservation is always a concern. Because your missions are not
timed you can afford to relax the throttle. As long as you remain unde-
tected, you can fly as slow as you wish in order to conserve fuel. Once
spotted, however, you are likely to be forced to fly at Full Military Power
(100%) all the way to the target.
Target Area Flight Profile

Your ingress profile concludes as you reach the target area. Now, your
flight profile depends on a number of variable factors . What type of target
are you bombing? What type of ordnance are you carrying? What means
will you be using to designate the target and what method of delivery will
you be using? For example, a Glide Bomb Unit (GBU) forces you to fly
at a higher altitude in order to generate range for the weapon. High drag
bombs allow the aircraft to fly right down on the deck.
The enemy defenses are likely to be strongest in the target area. Not
only will you be confronted with long range area weapons but point
defense weaponry as well. Fuel is never a consideration when in the tar-
get area. (Dropping bombs takes total concentration. If you're thinking
about gas instead of the target, you need to re-think your priorities.) The
mission comes first once you've gotten this far. In fact, you should even
go to "burner" if the situation allows. Don't skimp on power when you
are at your point of maximum vulnerability.
Target Egress Flight Profile

Three . . . Two . .. One . . . Pickle! Okay, the ordnance is off the rails
and your aircraft practically leaps forward as the weight is removed. It's
time to start thinking about getting home. If you still have not been
detected, once bombs start going off, the enemy will have a good place
to start looking. The immediate result of your attack will be triple-A,
lots of it. Next, enemy fighters will be scrambled to intercept you on the
way home.
Your fuel will be getting low at this point in the mission. At the
"Bingo-fuel" mark you m ust start back home. You have two choices,
either engage the TFR and as low as

you can get to avoid detection or
climb to conserve fuel for the long
ride home. Go back and reread the
section in this chapter on fuel con-
servation, then weigh your options.
I generally try to remain low. If
you are spotted at altitude, enemy
air defenses are likely to destroy you
before you can get away. Running
out of fuel on the way home is a far
less certain outcome. Once you are
"Fence Out" you can cut your fuel
Figure 1.1 5 Coming consumption to almost nothing and still stay airborne. If all else fails,
in low to avoid
detection you can always recover to a friendly emergency airfield.
Oh yes, there is one last alternative when your fuel is gone. Pick a
nice safe altitude, slow down to around 300 knots (the slower the better),
level the nose and punch out. Getting home without your aircraft is bet-
ter than not getting home at all. Besides, what's a $50 million dollar air-
craft in the grand scheme of things?
ENDING THE Not every mission ends with you returning safely to base, either on foot or
otherwise. There are a bewildering number of ways in which you can end
MISSION
a mission, some of which can be quite unintentional. Be careful how a
mission ends. It can have unforeseen affects on your career and future mis-
sions. Before you go and do something you'll regret later (like cost yourself
points toward promotion) take a minute to look over this section.
Ways to End a Mission

Turning off the computer or having the power go out in the middle of
the game.
Sometimes this kind of catastrophe is unavoidable. The phone rings
. . . you place the game on Pause .. . you get up to answer the phone ...
trip over the power cable . . . and pull the plug right out of the wall.
Hey, it happens.
In this case, the mission isn't counted against you (or for you). In
fact, as long as the mission data hasn't been saved to your hard drive
prior to the loss of power, it's as if the mission never took place. Your
career point total will be where it was prior to beginning the mission. Of
course, you won't get credit for any points you may have scored during
the mission.
Quit to DOS
You can end the mission in progress by pressing Quit to DOS ([~J [Q))
or by using Menu bar prompt. Quitting the mission in this manner does
not give you credit for any points you may have scored prior to leaving.
You may as well have pulled the plug. Like cutting the power, chis
option may be exercised at any time during play. Your computer is
returned to DOS.
Aborting a Mission
Use the Menu bar prompt to abort the mission. Ending the mission in
chis manner does not give you credit for any points you may have scored
prior to leaving. It 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.
Crashing
Crashing into the ground is a bad thing. Try not co be in the aircraft if
this happens. If you have safely ejected prior co crashing, you receive a
point score roughly half of what it would have been had you made it
back to base. If you failed to exit the aircraft prior to contacting the
ground, start your career over or Recover the pilot.
Getting Shot Down

One of the hazards of the profession is getting shot down. You can call
OSHA all you want, but it won't change a thing. If you're going to fly
jets in combat, you have to expect the enemy to win one occasionally.
Getting shot down ends your career unless you safely eject and are res-
cued or use the Recover feature.
Safe Landing or Return

If you return to any friendly airfield or link back up with the KC-10
Tanker aircraft the mission is ended at chis point. Your point score is
now calculated then added to your career total. If you are eligible,
awards and promotions are handed out at this time.
Ejecting ([Shift]~)
When you decide that either you or your aircraft has had enough, it's
time to "punch Elvis." In other words, it's time to yank the ejection han-
dles and hit the silk. This isn't always an easy decision. You never want
to bail out prematurely because, back at headquarters, the boss tends to
keep track of little things like this. Return without your aircraft more
than three times, and you might as well not come back.
Well, at least don't come back expecting to fly combat missions any-
more. At $50 million a pop, you've already cost the taxpayers more than
the GNP of many small countries. Because you're so good at spending
taxpayer's money, the Air Force will now reward you with a desk job and
a retirement check. Remember, if you bail out of more than three air-
craft and you're done flying jets for the U.S .
Think twice before you decide to use the "hangin' hanky." Even
heavily damaged aircraft can successfully return to base with a little luck.
On the other hand, don't wait too long to bail out, either. Running out
of altitude has a way of making up your mind for you. If you're at
30,000 feet, you have plenty of time. If you get hit by triple-A at 300
feet, it probably is too late already.
If your aircraft suffers a fatal hit it will become uncontrollable. It
will nose over and begin a series of slow rolls until it impacts with the
ground. There is nothing you can do to save the aircraft once this hap-
pens so don't waste your time trying. You have only one task left and
that is to get out before it hits something solid.
There are two things which have an affect on whether or not you are
able to punch out safely. The first is airspeed. Punching out at any speed
over 400 knots is a show stopper. Timing is everything. You must stay
with a damaged aircraft and "ride it in" until your forward airspeed
drops to a point at which you can get out in one piece.
Unfortunately, once your aircraft begins its terminal dive it tends to
pick up airspeed, not lose it. If you're going to get out, it's sometimes
best to decide early.
The second thing which affects bailing out is attitude- not yours,
the aircraft's. You cannot eject while the aircraft is upside down. Again,
timing is everything. Once the aircraft begins spiraling down you must
wait until it is right-side up before ejecting. If you eject downward, you
will not survive your body's contact with the vertical "stabs."
Once you have ejected, your mission is essentially over. You can no
longer control events. Although your view instantly changes to an exte-
rior perspective, this is not meant to represent a parachute view. If it
were, you'd be spending a good deal of computer time floating to the
ground. As it is, the exterior view follows your aircraft until it "augers
in." Both the view and the aircraft reach the ground simultaneously. The
mission ends and your final score for the mission is tabulated.
The Recover Feature

There are days when even the best pilot is "off his game" and shouldn't
be flying. If you' re having one of those days, finish your mission and call
it quits for awhile. Get back into the game when you're feeling better.
Unfortunately, modern combat doesn't allow us the luxury of wait-
ing until we are 100% ready, willing and able. Warfare makes pilots
push their personal envelopes and pilots who are pressured to exceed
their abilities get themselves into trouble. Sometimes pilots fail to return
home. If this happens to one of your pilots, all is not lost. In Strike Eagle
Ill, pilots can always be returned to active duty unless they reach
Brigadier General and are retired.
To recover a pilot from terminal inactivity (Killed in Action is such a
harsh phrase), go the Pilot Roster in the HOME Screen. Notice that the
pilot's helmet is missing from above his locker. The missing helmet sig-
nifies his demise. Move the cursor over the pilot's locker. It changes
from SELECT to NEW PILOT. Press the mouse button when the cur-
sor reads NEW PILOT.
A text box appears which gives you three options:
CANCEL,
RECOVER,
NEW PILOT.
Move the cursor overtop of the RECOVER window and press the
mouse button once again. The pilot's helmet appears over his locker
indicating that he is back on the "active" list. In his personal medal box,
a Phoenix icon (winged death's-head) appears.
The Phoenix symbol represents the fact that the pilot has been
"brought back." Each time the pilot is "brought back" a number appears
under the icon. This number is for your information only. There is no
penalty for being brought back. A pilot can be brought back an unlim-
ited number of times.
CHAPTER
Air-to-Air Combat
2
Although the focus of Strike Eagle III is Air-to-Ground opera-
tions, enemy aircraft are out in force. These interceptors require
you to be able to defend yourself. In all three theaters, intercep-
tors are scrambled from their heavily guarded bases to shoot you
down or force you to abort your mission. They are equipped, in
some cases, with Air-to-Air missiles which rival your own in
lethality. Depending upon the difficulty level, enemy pilots can
range from downright "turkeys" to experienced "aces."
Air combat was touched on only briefly in the original
instruction manual. That section was trimmed in favor of others
that were deemed more important at the time. Now, without the
length restrictions which plague all writers, a more in-depth look
at the Air-to-Air aspect of Strike Eagle III can be explored.
No matter how technologically advanced aerial warfare
becomes in the future, the general public has already formed its
own mental image of air combat. Most people instinctively pic-
ture a twisting, twirling affair reminiscent of WW I biplanes fly-
ing over the trenches. Those images are hard to dispel. The
mystique and romanticism associated with early flight lingers on.
I doubt if there is a fighter pilot alive today who doesn't
secretly wish to get behind the stick of one of those early canvas
machines. Back in those days, being a fighter pilot was the ulti-
mate expression of freedom. In the solitude of his cockpit, a pilot
could remove himself entirely from his surroundings. He could
become one with his machine without a radio to link him with
the ground.
Forgetting for moment that a war was going on, the simple
act of climbing into the cockpit took courage. It was a brave
43
man, regardless of nationality, that would enter those wooden contrap-

tions and take to the skies. Only a select few could join this brotherhood
of pilots. The men who summoned the strength to fly during war com-
manded respect from friends and foes alike. Just to be airborne was dan-
gerous enough without the added hazard of getting shot down.
The airplanes of the day lacked even rudimentary things that pilots
today wouldn't dream of being without. Still, the airplane in the first
decade of this century was on the cutting edge of technology. Like the
automobile before it, airplanes and flying had caught the imagination of
Europe's bored elite. The concept of flight may have transcended politi-
cal boundaries but it did not cross social ones. Flying remained the
domain of society's well-to-do, and commoners need not apply.
HESITANT When war came in 1914, air combat was to be prosecuted only by gen-
tlemen of the highest moral caliber. Like medieval knights at a joust,
BEGINNINGS pilots were expected to abide by a code of unwritten rules. No shooting
helpless opponents. Fights were to be called off if guns jammed, and
pilots were not to seek unfair advantages before attacking. It was all sup-
posed to be very sporting. One toasted one's victories with champagne
while mourning friend and foe alike.
But it didn't take long for the harsh reality of World War I to sweep
aside any chivalrous notions. Waves and salutes were soon replaced by
pistol and rifle shots. Some pilots even began dropping bricks on their
unsuspecting opponents. Far from being chivalrous or gallant, the pre-
ferred method for attacking an enemy was to sneak up on him from
behind. With skillful aim and a little luck, a crafty pilot would gun
down his unsuspecting enemy before he had a chance to react.
The horror of warfare on the ground that many fliers had sought to
escape was very quickly duplicated in the air. The nature of aerial war-
fare changed drastically in those early formative years. Attrition was
killing off each country's well-healed subjects at an alarming rate. Life
expectancy fell to less than a month on average, far less than what the
privates and young subalterns wallowing about in the trench mud were
expenencmg.
In time, air warfare would mature to become every bit as gruesome
and on certain sectors of the front even more deadly. Yes, war in the sky
was hardly sporting anymore. No Queen's regulations in force here.
Pilots began to seek any advantage they could think of. Some used
stealth, attacking from below or from out of the sun. Others used stunt
CHAPTER 2: AIR-TO-AIR COMBAT 45
Figure 2.1 Early

World War I fighters;
the German Eindecker
monoplane and the
English DH-2
flying and developed aerobatic maneuvers to escape when on the defen-

sive or to close on an enemy when on the hunt.
The emergence of air power as a force to be reckoned with came
about only through experimentation. Early pilots were essentially mak-
ing up the rules every time they took to the air. Trial and error seemed
to be working fine as long as air combat consisted of a series of individ-
ual duels. But as the skies became more crowded, something more was
needed. Hit or miss was proving to be no way to train or coordinate an
air force.
Life expectancy among pilots stationed on the Western front fell to
about 21 days on average. Student pilots were forced into combat too
soon, some with just rudimentary flying skills. Like lambs being led to
the slaughter, experienced pilots would corral these fledglings into com-
pact formations for self-preservation. Most novice pilots didn't survive
their first five missions because they did not have the necessary skills to
. keep up with their flight leaders.

Out of this early shepherding, formalized squadron tactics came into
vogue. Order began to take shape out of chaos. Those pilots who man-
aged to survive long enough to gain combat experience had a good
GENESIS OF
AERIAL
TACTICS
chance of making it through the war. These men provided the cadre of
trainers by improvising their own tactics and passing this knowledge on.
The dicta of the famous German WW I ace Oswald Boelcke, for
example, trained a generation of Luftwaffe pilots starting with
Richtofen's Flying Circus squadron. A natural leader, Boelcke tried to
institute some order into what was becoming nothing more than an
aerial bar fight.
Gradually, he got his young pilots to respond in unison to prear-
ranged signals. But once the enemy had been engaged, combat quickly
reverted back to its old form. No one was going to take his eyes off the
enemy to catch a glimpse of his flight leader's hand signals, especially
when more often than not the flight leader was too busy to send any.
Boelcke himself was killed in a mid-air collision while teaching for-
mation flying to his students. It had been a decent beginning, however,
and playing follow-the-leader kept many pilots alive who othetwise would
have been shot down. From those hesitant first steps, both sides began to
develop standard combat procedures that were easy to teach and quick to
grasp. After a brief introduction to combat during flight school, the
novice pilot could expect to be paired with a more experienced flyer once
assigned to a squadron. From this point on, the novice acted as a wing-
man, staying close to his flight leader and imitating his maneuvers. If the
novice pilot made it through his first five missions, studies showed his
chances of surviving the war were dramatically increased.
By the middle years of World War I, air combat began to take its rec-
ognizable form, the dogfight. But in order for a dogfight to materialize,
both sides had to start from positions of relative parity. Othetwise the
engagement would consist of a single attack pass. It is important to point
out that dogfights usually happened by mutual consent or when one side
wanted to get away and couldn't. As pilots learned how to detect incom-
ing aircraft, dogfights began to occur with a greater frequency.
Every pilot entering a dogfight had to know subconsciously that the
odds were fairly even whether he would come out of it alive. With pilots
pushing their aircraft to the limits, the first to make a mistake would die.
Especially in multi-aircraft engagements when one pilot might temporar-
ily find himself outnumbered, no one willingly risked life and limb
under these conditions.
It is almost heretical to say, but the object of air combat was really to
keep from having to mix it up in a general dogfight. Once involved in a
close quarter battle, pilots threw away any advantage they might have
possessed. If an attack was conducted properly, the object was to make a
single pass, destroy or cripple the unsuspecting opponent, and then
escape unharmed. If the intended victim spotted the attacking aircraft, a
battle of maneuver (a dogfight) would begin in which the attacker could
easily find himself placed on the defensive.
In the days of silent films, movie-makers knew perfectly well that
aircraft locked in twisting, turning dogfights made for great action-
Figure 2.2 Late World

War I fighters showing
signs of maturity; the
infamous Fokker DR-1
triplane and equally
notorious Sopwith
Camel
packed footage. Lost on the movie directors was the idea that pilots were
forced into dogfights only if something had gone wrong with their
attack. Or, if the enemy messed up his initial attack, the lucky defender
would start maneuvering to gain an offensive posture early in the fight.
Still, Hollywood rushed in to feed our imaginations and even
though the reality of aerial warfare is quite different, movie myths per-
sist. Hollywood's depiction of air combat is that every pilot's dream is to
throw himself in the middle of a dogfight. This is hardly the case. Every
U.S. pilot's dream is to find himself with a gunsight full of MiG-29,
avoiding a dogfight altogether if possible.
The intervening 50 years between WW I and Vietnam had changed
the conditions of air combat greatly, but not its underlying nature. Boel-
cke had been a prudent tactician. He knew from experience that there
really was no right or wrong solution to the problems posed by air com-
bat. There are only things that you could get away with doing and things
that were likely to get you shot down. Boelcke's general rules were still
being used to train new pilots long after his death. But he would have
been the first to recognize the mistake in adhering to a set of hard and
fast rules.
More than equipment, training was determined to the key factor in
pilot effectiveness and longevity. At the beginning of the war, U.S. pilots
enjoyed an almost 13:1 kill ratio. It subsequently fell to less than 3:1. The
war in Vietnam caused both the Air Force and the Navy to re-evaluate
their pilot programs. Alarmed at their diminishing kill to loss ratio, steps
were taken by both services to rectify the situation. The Air Force insti-
tuted a practice of having a few members of each squadron attend its
Fighter Weapons School at Nellis AFB. The Navy followed suit with its
own, arguably more well known, "Top Gun" program.
On film at least, today's supersonic fighters still seem to be refighting
the Bloody April battles of 1917. Tom Cruise and Kelly McGillis
notwithstanding, how compelling would the movie Top Gun have been
without all those dramatic scenes of close-in combat? Think how differ-
ent the movie would have been if Mr. Cruise had simply received a
SNAP call from an E-2C, used his F-14's radar to lock-up the target, and
then fired a Phoenix missile at a bandit which was still a 100 miles away.
Beyond Visual Range (BVR) engagements certainly lack the imme-
diacy of seeing our hero grunting and groaning under the stress of a 9-G
turn. Since the movie industry is concerned with drama and selling tick-
ets, money often gets in the way of technical accuracy.
Air combat is an exceeding complex game of "move and shoot,
shoot and move." A good portion of every aerial engagement deals with
pre-attack positioning. The actual dogfight is secondary. A true represen-
tation of air combat would look more like a chess match and less like the
chaotic bar fight it is often perceived to be. Remember though, this chess
match is taking place at hundreds of miles an hour, thousands of feet in
the air.
Air combat is too dynamic to institutionalize textbook responses to
actual situations. You cannot learn how to be a crack fighter pilot from
reading Boelcke's dicta or reading some Air Force publication. At some
point you must get in the aircraft and try things out for yourself. This is
one of the great features to flight simulators. Rather than sitting at home
reading war novels, Strike Eagle III gives you the opportunity to strap
yourself in and become a famous ace.
The art of Air Combat Maneuvering (ACM) is a technical and
sometimes arcane skill. It is a thinking man's game where brains beat
brawn. What makes air combat exciting is its venue. As a pilot, if you
can keep from being distracted by engine noise, caution alarms, radio
chatter, and all the rest, you will do well.
And yet, while conditions have changed, it still boils down to two or
more aircraft in a contest for control of the same airspace. The resulting
conflict can be broken down into five specific combat phases. Each
phase is part of a larger sequence of events, a step progression leading to
a conclusion. Circumstances may dictate that individual phases be
abbreviated or skipped entirely, but the basic choreography is always the
same.
The typical dogfight is just one of five distinct phases that make up
an air engagement. The dogfight (or Attack phase) is neither the begin-
ning nor the end of a particular engagement. It is not even the most
important phase. If a pilot is shot down during a dogfight, it is likely
that he had already lost the battle in a preceding phase. The losing pilot
entered combat living on borrowed time.
The primary reason for this section is to describe tactics that players
can use to defeat artificially intelligent (Al) opponents during the course
of a normal game. However, the tactics detailed in this chapter work even
better against live opponents. In fact, much of what will be discussed was
gleaned from players relating their experiences fighting others.
Detection THE FIVE

Detection is one of the more important phases of air combat. It sets the PHASES OF
tone for the rest of the confrontation. When one party involved in a AIR COMBAT
fight does not sight the other, it tends to shape the conduct of the subse-
quent phases. Fights are won and lost here. Without going any further,
most dogfights are settled at the start. Despite all the modern technology
crammed into their cockpits, pilots continue to be caught by surprise.
"Beware the Hun in the sun!"

-British WW I exhonation
Ever since WW I, an increasing number of pilots have been shot

down without ever having been aware that an enemy was nearby. Pilots
are being surprised in even greater numbers now that air engagements
are initiated at beyond visual ranges (BVR). A pilot can hardly be
expected to shoot down an enemy he doesn't detect. More importantly,
he can't evade an enemy if he doesn't know a threat exists. These cardi-
nal rules are as true today as they were when first articulated, back when
canvas biplanes ruled the skies.
Even in the most recent conflict, the Gulf War, a highly publicized
event occurred in which a Saudi pilot was able to attack multiple targets
using surprise to his advantage. It was a classic example and worthy of
mention because it proves the point that modern detection equipment
isn't foolproof. The one piece of equipment that might have worked but
apparently wasn't used was the Mark I eyeball.
At 1235 hours on 24 January 1991 (Saudi time), naval ves-
sels belonging to the United Kingdom detected two unidenti-
fied aircraft flying south along the Kuwaiti coastline towards
Saudi Arabia. The formation's low attack profile and heading
indicated that these aircraft were possibly on an anti-ship mis-

sion equipped with Exocet missiles.
Although U.S. aircraft were flying CAP in the area and eager
to engage, they were waived off. Captain Ayehd al Shamrani of
the Royal Saudi Air Force was also in the vicinity flying an F-
15C. He was given a "SNAP" call from an orbiting US. AWACS
and directed to the scene. The Saudi pilot closed undetected and
visually identified the bogeys as a pair oflraqi Mirage F-ls. Fly-
ing in a line-abreast formation, the two Iraqi fighters continued,
apparently oblivious to the Saudi F-15 now at their "six."
In a text book intercept, Capt. Ayehd fired two Sidewinders
and within seconds had downed the intruders. It had all been so
simple, no BFM required. The Iraqi pilots never knew what hit
them until it was too late. Capt. Ayehd, a small man roughly
5" 6', instantly became a giant among his fellow pilots. He was
the first pilot of the war to register a double kill. Amidst all the
gloomy Scud missile reporting, this episode was welcome news
indeed.
The Iraqi aircraft were first believed to be carrying Exocet
anti-ship missiles. Later, it was determined that the F-ls were
engaged in photo-reconnaissance for Iraqi ground forces prior to
the battle of Khafji. As a result of this engagement, the Iraqis
were persuaded not to attempt this sort of thing in the future.
Consequently, a reinforced Iraqi armor battalion initiated the
Khafji operation without adequate reconnaissance and was sub-
sequently destroyed.
Normally, pilots flying in such formations are assigned to
visually cover specific sectors of airspace. Each pilot (and WSO)
is expected to keep his head on a constant swivel, scanning for
that tell-tale dot in the sky. The Iraqi pilots were evidently look-
ing straight ahead and concentrating on their mission. In so
doing they were breaking one of air combat's cardinal rules; fail-
ure to "check six."
This engagement again points out that surprise remains the key. In
fact, many engagements still consist of a single pass by an attacking air-
craft which has not been detected by the other side. As demonstrated
quite well in this example, even outnumbered. an undetected aircraft has
the advantage.
In Strike Eagle III, there are many detection methods available in
addition to just "looking around." You should find yourself using all
these methods at one time or another. There is simply no excuse for
being caught unawares. But it still happens all the time.
Detection attempts should begin soon after you take off from your
airbase or are released from the tanker. Obviously, the sooner you find
the enemy, the more reaction time you have before missiles begin head-
ing your way. Many would argue that your detection (and identification)
attempts should begin before your hard drive starts spinning.
Using the AWACS

The Airborne Warning and Control System is one of your best methods
for detecting enemy aircraft. By calling for an AWACS Picture (!Shift]
[f)), you are immediately given a report on the closest aircraft within a
radius of 200 nautical miles.
If no enemy aircraft are detected, you are "Cleared" along your cur-
rent heading. Friendly aircraft are reported as "Chicks" if detected
within 40 nautical miles of you. Anything detected over 40 nm, friendly
or not, will be reported as a Bogey.
Note that distance and bearing information is given in relation to
your aircraft and not the AWACS. A typical AWACS message reads
<Bogeys 316, 60>, meaning "unidentified aircraft bearing 316 degrees
from your aircraft, at a distance of 60 nm from your aircraft."
The AWACS provides a foolproof method of detection; nothing can
escape its all-seeing eyes. It does have its limitations, though. First, it
only gives the bearing and distance of the nearest (and therefore greatest
potential threat) enemy aircraft. This means if you are being simultane-
ously attacked by multiple aircraft, only the nearest aircraft will be
reported to you by the AWACS. Also, it does not give you the bogey's
altitude. It only points you in the right direction.
Second, AWACS information is received automatically. You must
request information from the AWACS; it is not offered voluntarily.
Note that AWACS procedure used by the USAF in real life is somewhat
different. However, having the player request information rather than
have it given to him unsolicited works better in the simulation. It also
accounts for the fact that there are a number of other aircraft being ser-
viced by the AWACS. You will never see these other aircraft during play,
and you cannot contact them. But they are there and handled internally
by the program software.
In addition, there is a delay in providing a picture. The AWACS
must process and disseminate information to other aircraft, not just
yours. Therefore, you can't tie up the system by continually pressing Pic-
ture ([Shift] [f)). You must allow the AWACS operators a few minutes to
handle the other aircraft.
The length of time you must pause between requests varies accord-
ing to your difficulty level. At Difficulty Level I (Easy), the delay equals
approximately I minute. At Difficulty Level 4 (Extreme), the delay
equals approximately 4 minutes.
Knowing when to ask for an AWACS picture and when not to takes
a certain degree of patience. If you don't allow for the required delay
time, you will receive a <Status Unchanged> message. It can prove to be
potentially embarrassing if the situation has in fact changed and you
have a MiG in your area.
As a player, the ideal situation would be to continuously call for a
picture every 5-6 minutes of flight. While the simulation allows you to
do chis, you will usually find yourself too busy to keep this up. With all
the distractions, it is easy to become forgetful or complacent. There are a
few instances, however, in which forgetting to call for an AWACS pic-
ture could be fatal.
First, it is a good idea to get an AWACS picture anytime you find
yourself being tracked by radar, especially a ground control/ intercept
(GCI) radar. You can expect to see enemy aircraft being vectored toward
you very soon after you are spotted.
In Authentic mode, GCI radars are represented on the TEWS by a
square icon with the number 9 inside. These radars are very powerful
and have an extremely long range. They tie together elements of an inte-
grated air defense system, alerting SAM sites and directing fighter air-
craft to your location.
GCI radars demand attention. There's no such thing as ignoring a
GCI when flying a single mission, and especially when involved in a
campaign. Each time you see a 9 icon on the TEWS, think of it as a call
to action. It might be worth rolling in and dumping a "stick" of Mk. 82s
on it, just to shut it off. As a minimum, note its location on a piece of
scrap paper. In a campaign, you can always come back and get it on your
next mission.
If you find yourself being tracked, you must shake it. Repeat-you
must shake it. Otherwise, you will spend the rest of your mission fending
off wave after wave of enemy interceptors. If you cannot escape detec-
tion, at least be sure to frequently check with AWACS to detect these
incoming bandits while they are still far away.
Secondly, every time you manage to shoot down an enemy aircraft,
it is important to call for another picture. Just about the time you relax
and start congratulating yourself, the enemy wingman will show up
unexpectedly. AWACS can help you locate this other aircraft now that
you've dealt with the first guy. You must wait until after your first kill
hits the ground; so again, be patient.
As a general rule, there are

three times during a mission when
it is a good idea to call for a pic-
ture; 1) just after going <Fence
In>, 2) just before hitting a ground
target, and 3) anytime you are con-
sidering accelerating time.
By calling for an AWACS pic-
ture just after going <Fence In>,
you are given a good look deep
into the enemy backfield without
revealing yourself. You can now
judge whether or not you have
been unknowingly detected. If Figure 2.3 A typical
enemy aircraft have been scrambled, you can determine whether or not GCI radar
you can reach your targets before having to engage them.
When bombing ground targets, having to deal with bandits in the
area is a distraction. Enemy aircraft always require immediate attention
if they are nearby. It is never a good idea to ignore them in favor of
dropping bombs. Ground targets will always be there, so deal with
enemy interceptors first.
To keep from having to make last minute choices, get in the habit of
calling for an AWACS picture when you are within 20 nm of your tar-
get. If the picture is clear, you can concentrate on your mission. If
AWACS detects a bandit, you can break off before overflying the target
area and alerting any triple-A batteries ahead of time.
Lastly, whenever you accelerate the passage of time, there is less
chance for you to react. Time is passing by at a accelerated rate, but your
brain is still plodding along at the same old speed. If you are not careful,
accelerating time allows the enemy to close on you without your knowl-
edge. Granted, the simulation kicks out of accelerated time once a mis-
sile is launched, but by then it is too late.
It is best not to accelerate time unless you are absolutely sure that
nothing stands between you and your destination. If you are not 100%
sure, call for an AWACS picture. One quick call just might keep you
from accelerating right into an enemy missile.
Using the Radar

You can never consider yourself an expert at this simulation without first
mastering the AN/APG-70 radar. There are so many subtle nuances
involved in operating the radar in all its modes that an entire volume
could be written on the subject. It fact, one has been written; the Air
Force's F-15E-34-1 (Unclass.) and the F-15E-34-1-1 (Class.) These
"Dash 34s" will tell you anything you want to know about the radar
(and probably a lot more than you care to know) .
Next to the AWACS, the radar is your second best means of detect-
ing enemy aircraft. You should use these two methods (AWACS and
radar) jointly as part of your overall situational awareness effort. Early
radar detection of enemy aircraft will pay big dividends in the long run.
It adds to your situational awareness and gives you the ability to keep the
enemy at arm's length.
However, while the AWACS is undetectable, your radar emits a
cone of energy that can warn an enemy of your presence. The EMIS
light above MPD #1 in the front cockpit illuminates when your aircraft
is emitting detectable radiation. This radiation makes you a beacon in
the sky and literally advertises your presence to the enemy. To cue down
on radar emissions, your radar should be kept in SNIFF mode for as
long as possible. There is no sense in helping the enemy to find you.
SNIFF mode is not the same thing as being turned off. The radar
requires time to warm up just like the family car on a cold morning.
SNIFF mode keeps the radar circuitry warmed up, so it will be ready at a
moment's notice when needed. However, while the radar is in SNIFF
mode, it does not emit radiation and therefore is undetectable.
Just before going <Fence In>, use the AWACS to look around. If
you receive a <Clear> picture, leave your radar off and stay low to avoid
detection. Continue to use the AWACS rather than activating your
radar for as long as possible. But by all means, turn your radar on if the
TEWS display shows enemy air or ground radars tracking you.
If the enemy has already found you, the time to be stealthy has long
since passed. At this point it is far more important to have your radar
turned on in order to determine what's going on around you. Keeping
your radar in SNIFF mode when the enemy is already tracking you only
serves to blind you, not the enemy.
The AN/APG-70 radar has a maximum search and return range of
80 nautical miles. Although the long range horizontal scan is fixed at
120, it can be set to sweep at various altitudes. Aircraft located above or
below this search envelope will not be detected even if within range.
Your radar display screen shows the upper and lower altitude limits
when toggled to Air-to-Air mode. Both of these numbers are located in
the upper-left corner of the display.
The number on the left is the lower altitude limit (expressed in
thousands of feet). It is frequently a negative number, meaning that the

lower limit of your search cone is aimed into the ground. This may at
first seem odd, but actually there is a very good reason that this is so.
The number indicates the lower edge of your search cone at the maxi-
mum prescribed range. For example, if your radar is set at 80 nautical
miles, then the number represents the low edge of the search cone at 80
nautical miles.
The second number, to the right of the first, is the upper altitude
edge (also expressed in thousands of feet). Because the area of vertical
coverage is fixed, adjusting the lower limit of the cone also adjusts the
upper limit. As the following diagram clearly illustrates, a large blind
spot is formed both above and below the search cone. It is purely a mat-
ter of geometry. The closer enemy aircraft get, the higher or lower the
radar must be aimed in order to bring them within the search cone.
Setting your vertical radar coverage is somewhat of a judgment call.
No matter how or where you decide to aim the beam, you will create
blind spots. The question is whether you wish those blind spots to be
above or below you.
Experience has shown that the most expedient method of aiming
your radar is to equalize the coverage above and below your aircraft.
Opposing aircraft tend to make their intercepts from within 5,000 feet
( + or -) of your altitude. By keeping the radar aimed level with the nose
of your aircraft, your chances of being surprised are reduced.
Of course, altitude also has much to do with the way in which you
aim the radar. When flying NOE (Nap of the Earth) the likelihood of
enemy aircraft approaching from below is minimal. In this instance, it is
best to aim the radar slightly higher than usual. The lower edge of the
' Figure 2.4 Your radar

footprint resembles a
cone which can be
adjusted up or down.
Bandits can be lurking
'S,j above or below.
search cone can be set just below ground level without creating a large
blind zone.
Conversely, when flying at high altitudes, the risk of being attacked
undetected from above is lessened. Your greatest threat will obviously be
coming from below. Therefore, your search cone should be aimed
steeply into the ground. The upper edge should be set only a few thou-
sand feet above your aircraft.
The justification for this is simple. Unless you have been detected by
a GCI at long range, enemy aircraft will not already be at altitude. More
likely, you will detect them scrambling up from their runways to inter-
cept you. Once airborne, opposing aircraft will naturally find themselves
struggling to reach your altitude.
If these aircraft are in your radar search cone (i.e. in front of you),
they will enter the large blind spot beneath your radar footprint. The
closer you get to the target, the larger this blind area will become. Once
underneath your aircraft, you will lose even visual contact with them
unless you reverse your course. If you do not alter your course, these air-
craft will convert on your "six" and remain undetected until they are
ready to fire.
Using the Tactical Electronic Warfare System (TEWS)

The Tactical Electronic Warfare System is an indispensable method of
detecting not only enemy aircraft, but enemy radars and missiles as well.
Unlike radar, TEWS is a completely passive system. It does not broad-
cast your position to the enemy while in use.
In Standard mode, the TEWS has a display range of 80 nautical
miles. It shows all enemy aircraft within range and gives at least an indi-
cation of their altitude in relation to your own using color-coded icons.
When you have "locked-up" an enemy aircraft, a white box appears
around the icon.
Icons are also used to show missiles in flight , both friendly and
enemy. You can watch enemy missiles as they close in on you or watch
your own missiles as they close in on the enemy. Chaff and flare coun-
termeasures show up on the display as well. By watching the screen, you
can tell at a glance whether they have been effective or not.
Ground installations and objects are also represented by their corre-
sponding icon. Their position in relation to your line of flight is easily
determined by their location on the TEWS display. If one of these icons
would happen to be a primary or secondary target, a red bull's eye circle
is placed over top of the target icon.
Playing Strike Eagle III with your TEWS set to Standard mode gives
you an unfair and unrealistic advantage. It operates much like an arcade
game radar, the player is given far too much information about what is
going on around him. In actuality, the F-15E's TEWS array does not
operate like this at all. To experience how the actual TEWS operates,
you must switch the setting to Authentic mode.
In Authentic mode, enemy aircraft are only detected when their
radar has locked-on to you; then it's too late. A locked-on radar appears as
a diamond shaped icon with an identifying number inside. Until that
time, enemy aircraft are completely invisible.
This is a big difference from the kind of ultimate God's-eye view
afforded you in the easier mode. Get used to it. As a real fighter pilot,
you shouldn't be looking for shortcuts. But as far as detection goes, this
is an entirely unsatisfactory state of affairs. So forget about using the
TEWS as a method of detecting enemy aircraft.
One thing the Authentic mode TEWS has over the other is the abil-
ity to recognize types of radar. The number inside the diamond is a tell-
tale identifier. By being familiar with these numbers, a pilot can
reasonably identify what type of aircraft he is facing. Granted, a pilot
will only see these numbers after the enemy has locked-on.
If, however, you are able to break this radar lock through maneuver
or by spoofing the enemy's opening missile attack with chaff or flares,
you now have a second chance. Enjoy it. Strike Eagle III doesn't give you
many. Use this opportunity fighting to work out a solution based on the
capabilities of the aircraft attacking you.
Using Visual Means

Pilots in WW I had only their eyes to detect enemy aircraft in their
vicinity. They did not have fancy sensors or radar equipment. By the
time these men were able to see the enemy, he was already up close and
personal. On average, the enemy was first spotted less than 3 miles away.
If an enemy was first spotted at this range today, it would cause real
panic in the cockpit. The pilot would have only fractions of a second to
react. But canvas and wire pilots of WW I could get away with visual
detection methods because the enemy was closing in at less than 100
knots. Spotting the enemy at 3 miles away still left ample time to react.
Contemporary pilots relying on visual means to detect enemy air-
craft usually find themselves playing catch up. At a range of 20 nm, air-
craft look like dots in the sky. They can be easily missed. By the time
enemy aircraft become visible as something more than specks, they (and
you) are well within missile range.

Battles that take place as a result of visual sightings unfold rapidly.
The pace of events overwhelms the abilities of human pilots so that often
whoever gets off the first shot wins. Using such lethal weapons at so
close a range can be likened to having a knife fight in a phone booth.
Padlock View (ru)

Regardless of when you sight the enemy, the Padlock View (ru) is the
favored means of visual observation. In fighter slang, being padlocked
means that a pilot is fixated on a particular aircraft. Because aircraft are
small and travel so fast, pilots are afraid that if they look away, even for a
moment, they might not be able to spot the aircraft again.
Padlock View automatically locks the enemy aircraft, keeping it cen-
tered in your field of view. This view is particularly useful when involved
in a tight turning combat. But, this view presents certain perception
problems and without reference cues, the novice pilot can find himself
quickly disoriented. Therefore, when using Padlock View, you must use
the canopy braces to judge your view perspective.
By now, you've undoubtedly noticed that you can also detect and
Figure 2.5 Padlock
View. The pilot is identify enemy aircraft regardless of range. Padlock View automatically
looking back over his points your eyes in the direction of the nearest enemy aircraft. Essen-
left shoulder toward tially, you are allowed to view an enemy aircraft at distances beyond that
the enemy airfield
below. The canopy which is humanly possible. Using this key as sort of a visual AWACS
bow in the foreground gives you an unfair and unrealistic advantage.
partially obscures the When playing against computer-controlled aircraft, who cares? So
runway.
what if you can spot them
far away. In Head-to-Head
Competition, however,
using Padlock View to
locate the enemy may not
be cheating but it certainly
isn't sporting. To maintain
realism, I suggest making a
gentleman's agreement with
your opponent beforehand
never to use this view unless
you have first spotted the
aircraft on your own.
Pilot View ([IT])

A far more realistic alternative is the Pilot View ([IT]) feature. This view
is less disorienting to use and does not automatically center a target in
your field of vision. You control this view manually using the number
pad keys; (1) Left, WRight, (ID Up, and WDown. The (ID returns the
view forward and level with the nose of the aircraft. Because as the pilot
you control the motion of this view, you are less inclined to become con-
fused.
Because of the blind spot directly beneath your aircraft, enemy pilots
often seek to attack you from this quarter. Obviously, the lower you are
to the ground, the less of a threat this becomes. But when flying above
20,000 feet, the blind zone underneath your aircraft is quite large. There
is a real danger from aircraft that take off from nearby airbases. Not only
will they escape visual detection, but they remain outside of your radar
search cone as well.
One way to counter this blind spot is by visually performing a belly
check. To perform a belly check, maintain your heading and simply roll
inverted. Now that you are inverted (upside down), switch to the Pilot
View ([IT]). Use the moveable Up View(@:)) to look through the top of
your canopy. If there is an enemy aircraft below you, you should spot him.
Once you have visually detected an enemy, quickly switch to Pad-
lock View <rn) in order to keep him in sight. There's an old saying
among fighter pilots that goes, "Lose sight-lose the fight." If you lose
sight of an enemy aircraft, it is as good as handing your opponent the
initiative to begin the battle. Provided he has seen you, the enemy will
have already started his pre-engagement maneuvering by the rime you
spot him again.
Target Identification
At a range of 10 to 20 miles, an aircraft looks like a dot. It can easily be
mistaken for a smudge or flyspeck on the canopy windscreen. That's if
you can see it at all much less identify it. One common sense rule of
thumb is to treat every aircraft you detect as potentially hostile. Ir's bet-
ter to feel foolish sneaking up on a friendly than to get caught trying to
fly in formation with a MiG-29 . Unless you have positive identification,
stay tactical at all times.
It is almost possible to visually identify aircraft given the speeds at
which they usually fly in combat. Even in a cloudless sky and perfect
weather conditions, it is a difficult chore. Forget about the finer points
of aircraft recognition such as determining make or model. At a distance
of twenty miles, you'll be lucky if you can tell a Foxbat from a Flying
Fortress.
There are a number of ways to identify an aircraft other than by
looking at it through the canopy. In fact, you can get a pretty good idea
what you are facing even if the aircraft is BVR. Use the following meth-
ods and see if they don't work for you.
Scenario Briefing and Order of Battle

Before you even set foot on the flight line, take the time to read through
the entire scenario briefing carefully. It is a treasure trove of information.
Located under the section entitled Order of Battle is a list of all enemy
aircraft you are likely to encounter in this part of the world. Study it.
Take all the time you want; you won't be penalized.
Sitting through long boring briefings is never much fun, especially
when you are all keyed up and ready to fly. Get used to it. Pre-flight
briefings are generally scheduled 2 hours prior to takeoff. Depending
upon the mission, the actual briefing itself can take up to an hour. This
is done for the benefit of the 10% that never seem to get the word.
Each theater has a unique set of opposing aircraft, each with its own
characteristics. By being aware of what aircraft are present in each
theatre, you can narrow down the problems of inflight identification.
Make a mental note of how many aircraft of each type are owned by
your opponent. From this you can get a rough estimate of the likelihood
of running into any one particular model.
Identification, Friend or Foe (IFF)

Once in flight, aircraft are first detected usually in one of two ways;
either by an AWACS picture or by radar. If the AWACS has made the
initial detection, it will tell you if the aircraft is a bandit provided it is
within 40 nm. Usually though, you can tell by the bearing from your
aircraft whether the detected aircraft is hostile or not.
If you have an unidentified aircraft on radar, use the !FF (OJ).
Friendly aircraft will squawk the proper recognition code, and you will
receive a brief reassuring tone. Hostile bandits naturally do not squawk
the proper codes. When you IFF them, you do not receive a tone.
Instead, the aircraft symbol on the radar display changes to an X.
Now that you have determined the contact to be hostile, the next
step is to try and figure out what rype of aircraft it is. No sense in wast-
ing an AMRAAM on a Bronco when a heater would do just as nicely.
One way to do this is by locking-up the bogey and getting an indica-

tion of its speed. Obviously, a Dragonfly isn't going to be coming at you
with the same speed as an F-16. Using speed in the process of elimina-
tion narrows down your choices a bit more. The same technique applies
to altitude. While you are checking the bogey's speed, take a few seconds
to watch how fast it climbs or dives. A MiG-29 can go straight up a heck
of a lot faster than an Su-25.
Isn't the radar a marvelous tool? So much information can be
gleaned from it if you take your time. Attention to small details can pay
off in big rewards. Used correctly there is no reason why you should
have to start ...
Cheating
Since air combat has long since lost its sportsmanlike character, there
remains one last method of identification-cheating. Realizing of co4rse
that no pilot worth his salt would ever use this method to gain an advan-
tage, it is mentioned only in passing.
When all the legal methods of bogey identification have failed you,
simply press the Reverse Tactical View (I F1 0 J). Getting a look from the
enemy's perspective is wonderfully informative. It gives a good look at
his machine. So if you don't mind using this option and your conscience
will let you get away with it, the FlO view is one of the best ways to ID a
bogey, keeps your aircraft identification skills from getting rusty also.
Remember the fighter pilot's unofficial motto, '1fyou ain't cheatin:
you ain 't trying. "
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 determining
that the contact is hostile, you must decide whether it constitutes a
threat to your mission.
Be aware that the answer to this question is sometimes "no."
Because shooting down aircraft scores points, players have a knee-jerk
reaction anytime one shows its face. There is an immediate impulse to
go shoot it down even if it means diverting 100 miles out of the way.
Not every aircraft poses an immediate threat. It may well be that
the aircraft is on a routine patrol and hasn't yet spotted you. It could
also be an aircraft that is out of ammunition or low on fuel. So if the
answer is "no," continue on with your mission but keep a wary eye on
this bandit. Situations have a way of changing rapidly.

But if the answer is "yes," and you determine that the bandit does
present a threat, then you must take immediate action. This doesn't nec-
essarily mean bringing on an engagement; immediate action may mean
avoiding the bandit altogether. But once you decide to bring on an
engagement, you're committed for better or worse.
The missile age has pushed back the engagement envelope to
beyond visual range (BVR). With detection possible at 200 nm, that
leaves a lot of ground to cover during chis interim phase. Closure does
not mean to imply being close to the enemy, rather that the object of this
phase is to "close in on the enemy." It is during this phase that opposing
sides begin maneuvering to bridge the distance between them.
In a modern context, the Closure phase ends when a pilot is able to
bring a weapon system to bear. Given the extremely long range of many
Air-to-Air missiles this phase could potentially end with the aircraft still
tens of miles apart. This being the case, these engagements are said to be
BVR battles, or Beyond Visual Range. But regardless of how far away air-
craft begin this phase, the ultimate objective is to reach the merge either
undetected or with a distinct energy advantage. As you and the enemy
close, you will either have the advantage, be disadvantaged, or be in a
position of parity. Parity is a neutral position in which neither pilot has an
advantage over his opponent. Which of the 3 positions you find yourself
in will determine all your actions in successive phases.
One question must be answered right away, prior to any engage-
ment, "Do I have the fuel to engage this bandit and still have enough to
complete my mission?" If you are unable to complete your mission for
lack of fuel, shooting down a bandit probably won't square things with
your CO. Worse things can happen, though. How about running out of
fuel because you got into a wing loaded, high G turning fight chat
sucked up all your gas? Even if you manage to shoot down the bandit,
the battle comes out a tie because you had to bail out of your aircraft on
the way home. It doesn't take a Wall Street accountant to figure out that
you can buy a lot of Sukhoi exports with cheap avionics for the same
$40 million spent on an F-15 Ill
Your situational awareness, or lack thereof, plays an important part
in this phase of combat. After having detected and identified an enemy
aircraft, several questions have to be answered before closing in: Is this
bandit alone and if not, where is his wing-man? Has the enemy spotted
me also? What Air-to-Air weapons does chis enemy aircraft have?
The answer to the question, "Have I been spotted?" will most dic-
tate your actions in this phase. As long as you remain undetected, you
can continue to close in on the unsuspecting enemy. Your actions in this

phase will revolve around not being spotted and thus preserving the ele-
ment of surprise.
Attempting to stay hidden in modern air combat is difficult and
must begin far away from the enemy. Contemporary aircraft are
designed with BVR capabilities in mind. Pilots must be equipped to
detect approaching threats and still have time to react. Given the missile
environment in which pilots operate, the range at which initial detection
attempts are made has been pushed back considerably. Not only must
you avoid the enemy pilot's visual searches, but you must try to avoid his
radar as well.
Don't forget to include ground radars, either. Soviet doctrine
stresses the need for ground control over their interceptors. Since you'll
be facing opponents schooled in Soviet tactics, you'll have to be aware of
their reliance on GCis. As you close in on your target, enemy ground
radars will be alerting their pilots just as your friendly AWACS is avail-
able to alert you.
Once you determine that you have not been spotted, the object of
the Closure phase will consist of trying to reach a firing position unde-
tected. Your weapon of choice should be that which is most accurate and
has the highest probability of achieving a first round kill. Most impor-
tantly, it must preserve the element of surprise for as long as possible.
Surprise is your biggest ally on any mission, even better than having a
wingman along.
It should also be the weapon which you can employ with the most
economy of force. In most cases, your most accurate and economical
weapon is the M61Al Vulcan gun. Unfortunately, this weapon requires
you to sneak right up on your enemy. But why waste a missile on a tar-
get which hasn't even a clue that you're in the neighborhood? Since you
have 512 rounds of 20 mm and only a few missiles, use the gun instead.
Besides, you never know when you might need a missile to get you out
of a jam. There is an incredible difference in pilot attitude between hav-
ing one missile left and having none.
Don't get overconfident even in a position of advantage. Overconfi-
dence leads to mistakes. Remember that once the enemy detects you, he
will begin his own Air Combat Maneuvering (ACM). Speed is essential
to cut down on his reaction time. The important thing is to make the
kill. Making a guns kill in order to save a missile is a bonus. If your gun
is damaged or out of ammunition, the choice of whether or not to use a
missile is made for you.
As part of your attempts to stay hidden, never lock-up a bandit until
the moment you are ready to

fire. As soon as your radar locks-
up the enemy, you have given
yourself away. Although not
every aircraft is equipped with a
TEWS display, most have, as a
minimum, a Radar Warning
Receiver (RWR). Locking-up the
enemy causes his RWR to begin
sounding in his headset.
If your initial detection of
the bandit was made by radar,
you probably have already
Figure 2.6 This F-15 tipped your hand. The opposing
has been surprised by pilot's RWR is likely to be activated by your radar sweep. However, just
multiple bandits, the
penalty for being lax. because the enemy knows you are in the area doesn't necessarily mean he
knows where. An RWR doesn't give range and bearing information. If
closure is performed properly, you may be able to arrive at a firing solu-
tion before he can locate you.
Once the bandit becomes aware of your presence, Closure phase
takes on a whole new character. As long as the enemy was oblivious to
your presence, closure was a one-sided affair. Now that he's on to you,
closure will become more of a contest. You must be prepared at all times
to transition into the Attack phase by launching one of your longer-
ranged weapons. Try to destroy the enemy aircraft before the pilot starts
his ACM; otherwise it will become twice as difficult.
Speed and reaction time will be critical elements of closure. The first
pilot to reach full power will force his opponent to spend the rest of the
battle catching up. Having attained his maximum energy level first, the
lucky pilot has gained the initiative. The initiative will be his to lose
throughout the remainder of the fight.
Attack
The Closure phase ends when a pilot is first able to bring a weapon to
bear on his opponent. It is at this point in the combat sequence that the
Attack phase takes over. The Attack phase should be thought of as
merely the execution segment of the previous phase.
If the Closure phase has been properly concluded, the Attack phase
should consist of a single pass. This hit-and-run type of slashing attack is
the military equivalent of an L.A. drive-by. It's the ideal situation for an
offensive (attacking) fighter; the enemy is shot down before he can react
and the attacking fighter disengages without being damaged.
The single-pass attack still occurs despite all the modern detection
equipment available. The downing of the two Iraqi F-ls is but one
example. Pilots should count themselves extremely lucky when given
such an opportunity. The single-pass attack is a real gift and should be
considered a special case.
It is more likely that the Closure phase will end with you in one of 3
conditions; advantaged, disadvantaged, or neutral parity. It should be
easy to obtain a kill if you have reached an advantaged position. Chances
are your opponent will be reacting to being disadvantaged. He will have
no other immediate plan except to keep you from shooting him down.
For you as the advantaged party, keep an eye on your opponent and
watch out for reversals. Be on the lookout for maneuvers which are
designed to cause you to overshoot. Sometimes it is best to back off to a
position which is just under the maximum range of your selected
weapon. It is far too easy to be placed on the defensive if you are trying
to close in for guns kill. If you are persistent and continue to work from
a position of advantage you will eventually wear your opponent down.
Select the proper ordnance, push the button, and avoid the debris.
Things are slightly different if you are in a disadvantaged position.
You should forget about the Attack phase and Maneuver phase.
In fact, you should be thinking about going straight to the Disen-
gagement phase. It is imperative that you evade your opponent quickly.
The longer you stay in a position of disadvantage, the more opportunity
you give your opponent and the more likely you are to make a mistake.
As a minimum, you should at least attempt to spoil your opponent's
firing solution. Abrupt changes in altitude, speed, and direction of flight
will often throw him off his game. Of course, you should always be look-
ing for opportunities to cause an overshoot or force a reversal. But your
primary concern from a position of disadvantage should be getting away.
Period.
If neither you nor your opponent has achieved a superior position,
the battle is momentarily a draw (neutral). Under these circumstances,
the first pilot to make a mistake will usually lose the battle. A Parity fight
is dangerous only because it is so unpredictable when compared to the
other two positional situations. There are few second chances in air com-
bat, so don't be the first one to make a mistake. Parity fights give both
pilots ample opportunity.
This stalemate situation leads directly into the Maneuver phase of
combat. Both pilots will be maneuvering to achieve a position of advan-
rage. A parity fight, by definition, is a stalemate which can quite easily

become protracted. With aircraft using up fuel at a voracious rate, a
stalemated combat situation will often be decided by the first pilot who
runs low on fuel.
As a practical matter, the Attack phase usually begins as a Parity fight
between two opponents closing head-on. In Strike Eagle III, bandits are
initially detected at between 60-80 nautical miles. The bandits will con-
tinue to close head-on until you are within maximum range of their mis-
siles. By virtue of the longer range of the F-15's missiles, however, what
starts out as parity turns into an advantage situation for the F-15 pilot.
The Attack phase should open with your F-l 5E launching radar-
guided missiles at targets detected at long range. The longer distances
make radar-guided missiles more effective since it is easier to keep a tar-
get within the radar envelope. Of course, AMRAAM missiles make the
launching aircraft's radar envelope a mute point.
Depending on the effectiveness of the electronic countermeasures,
missiles will continue to track targets they are locked onto. An F-15 pilot
will be able to shoot down at least two of the incoming bandits. It
doesn't take a great deal of technical proficiency to launch a missile at a
target 20 miles away. But when the combat is "up close and personal," it
takes real skill to be successful. Survivors of this initial missile exchange
will meet at the merge and then proceed to the Maneuver phase.
Maneuver
The Maneuver phase of air combat is characterized by the twisting and
turning battle so often depicted in the movies. Whether you call it a dog-
fight or a farball, if a mistake is going to made it is usually made during
this phase. Since the Maneuver phase is such a crap shoot, most pilots
would prefer to avoid this phase whenever possible. The instinct for sur-
vival tends to be just as strong in pilots as in other sectors of society.
The chances of making a mistake in this phase are very great. The
penalties are equally great. The first pilot to pick a wrong maneuver or
perform one incorrectly is likely to be the one forced to "hit the silk."
When a pilot makes a mistake in the Maneuver phase, his opponent is
placed in an immediate position of advantage. And as we have seen,
there are very few options available to a pilot in a disadvantaged posi-
tion. He either disengages or gets shot down.
Generally speaking, a pilot enters into the Maneuver phase by acci-
dent or by making a mistake in a preceding phase. An attacker who fails
to destroy his opponent with a single pass during closure has consigned
himself to a battle of maneu-

ver. Likewise, if two oppo-
nents fail to break a neutral/
parity situation during clo-
sure, they are drawn into the
Maneuver phase.
Hard maneuvering in
combat quickly shows gaps
in a pilot's training. For
example, if a student was
absent the day his instructor
covered energy manage-
ment, it will become readily
apparent. A pilot cannot
bluff his way through this Figure 2.7 This
phase. His competence in performing BFM (Basic Fighter Maneuvers) F-15 definitely has an
will make or break him once trapped in this phase of combat. advantage over this
MiG. A few more
The Maneuver phase is the most interactive phase in the combat
seconds and the pilot
sequence. The object is to achieve a firing position from which you can will open fire with guns.
employ your weapons without the enemy being able to return fire. In
most cases, but not all, this means placing your aircraft in your oppo-
nent's six o' clock position (i.e. directly behind the target aircraft).
Approaching from directly behind a target gives the attacking aircraft the
highest probability of achieving a kill.
Never forget that your primary concern should be accomplishing
your strike mission. If you are shot down or run out of gas playing BFM
games with the enemy, all your valor has come to naught. All your
maneuvering in this phase should be: 1) directed toward preserving your
aircraft; and 2) shooting down your opponent, in that order.
Even if the Maneuver phase becomes locked in a stalemate, eventu-
ally fuel considerations will force an end to the fight. So if you can't
quickly achieve a position through maneuver which fulfills either of
these qualifications, its time to disengage.
Disengagement
The Disengagement phase is a critical, yet often neglected, facet of air
combat. In a modern context, it is every bit as important as the Closure
phase. Disengagement can be considered the reverse of closure with one
big exception. Given the reach of modern Air-to-Air missiles, getting out
of a dogfight is much more difficult than getting into one.
Not surprisingly, the number of aircraft shot down in the act of dis-
engaging is second statistically only to those lost during the Attack phase.
In ancient times, a beaten army suffered most of its casualties after a bat-
tle when being pursued. A routing army fleeing the battlefield stops
defending itself and becomes a mass of individuals whose only concern is
saving their necks. This same phenomenon applies to air combat. Pilots
become so involved in getting away that they stop defending themselves.
Without a doubt, the easiest, safest, and best way to disengage from
combat is to shoot down your opponent. Failing that, getting out of a
fight is going to take careful planning. The time to consider how you are
going to get away is not once you've entered the battle; that's too late. A
good pilot begins planning for disengagement as early as the Closure
phase.
The time to disengage from a fight is when the battle has reached a
stalemate (parity). If a pilot hangs in there hoping to gain the upper
hand and then finds himself disadvantaged, getting away will now be
twice as hard. A pilot should not wait until the last moment to disen-
gage. Make the decision to disengage early, wait for an opportunity, and
then execute your disengagement plan without hesitation. A pilot can
always decide to re-engage at a later time.
The art of disengagement is to figure out a method of quickly
putting some distance between you and the enemy. The trick is to get
the opponent's nose pointed away from the direction you wish to sepa-
rate to. Once a bandit realizes your intentions, the game is up. You must
execute your plan before the enemy realizes what you are up to and
shoots you down while you are trying to get away.
Before the advent of Air-to-Air missiles, disengaging was a much
easier chore. All a pilot had to do was gain enough separation to put
himself out of the range of the enemy's cannons. All that was required
was a momentarily lapse in the enemy's attentiveness. In a few seconds, a
pilot wishing to disengage could be long gone.
Now with both radar-guided and heat-seeking missiles such com-
mon fixtures, disengaging from the middle of a battle takes real skill and
more than just a little luck. A missile-equipped opponent has a much
longer reach. Even if your disengagement is successful, chances are your
opponent will at least get in a parting shot. There's no way to prevent
this launch but skillful maneuvering may keep it from hitting you.
It most cases, the disengaging aircraft just gives the opposing aircraft
a free shot when it is most vulnerable. Imagine trying to disengage from
an aircraft equipped with AIM-120s. To get away clean, a pilot wishing
to exit has to create a gap of over twenty miles before his opponent fig-
ures out he is leaving the fight. Try to do this against a live opponent
when playing Head-to-Head, and you'll quickly realize that it is next to
impossible versus a competent player.
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 catch him off
guard with a lateral break that exceeds the range of his guns. If he gets in
your "six" and wants to follow you home, fine.
As a rule, Air-to-Air combat is something that Strike Eagles should avoid AIR COMBAT
rather than seek out. No one ever follows the rules. Most players have a
burning desire to go out and shoot something down. I am guilty of the
MANEUVERING
same thing. There's a certain sense of satisfaction one gets from seeing an
enemy interceptor going down in flames. And nothing, nothing, beats a
guns kill when it comes to a dogfight.
Air-to-Air combat introduces novice pilots to a number of unfamil-
iar terms. It is important that players understand and be able to define
these new concepts before entering into a general discussion. But first,
given the military's passion for acronyms, we must first make our way
through a bewildering alphabetical jungle.
Air Combat Maneuvering (ACM) can be defined as training designed
to achieve proficiency in individual and formation maneuvering. It is a
coordinated application of basic fighter maneuvers. In Strike Eagle III,
the term ACM is used to describe the underlying strategy of Air-to-Air
combat. In this regard, the two terms ACM and Air-to-Air combat, are
considered interchangeable at least for the purposes ofthis book.
Some sources make reference to Air Combat Tactics (ACT). ACT
are defined as the individual employment of basic fighter maneuvers in a
tactical engagement (a dogfight). In other words, ACT is the application
of those maneuvers which a pilot uses to make a kill or throw a bandit
off his six. Because players will often come across the term in other
books, it is mentioned. It will not be used here because the distinction
between ACT and BFM is subtle and would not add to the discussion
for the majority of readers.
Basic Fighter Maneuvers (BFM) are the actual maneuvers used by
pilots to engage and defeat a bandit in combat. They are the tactics
employed to carry out an ACM strategy. Whereas ACM is concerned
with all 5 phases of an engagement, BFM is only applicable to the
maneuver sequence. BFM is the down-and-dirty, turn-and-burn type of
flying that occurs in a direct confrontation between fighters.
Energy Management
Having touched on the Up, Down, Left, and Right of flying in Chapter
l, let's move on. After all, the previous discussion applies as well to pilot-
ing a Cessna 172 as it does to flying the F-15. As Eagle-drivers, we need
to use these fundamentals of flying and apply them to the fine art of
delivering bombs on military targets. With the obvious power advantage
the F-15 has over a Cessna, a pilot needs to be able to manage all that
additional power without being overwhelmed.
Energy Management is the art of balancing che 4 dynamic forces
which act on all aircraft during flight; Lift, Drag, Thrust, and Gravity
(weight). When a pilot manages energy, he is merely attending to that bal-
ance. Just as personnel managers like to get the most from their people,
energy managers want to get the most from their available energy. They
do this by manipulating the manner in which the principal forces of flight
act upon their aircraft. Good pilots are by necessity, good managers.
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. If your oppo-
nent has run his aircraft out of energy, you need to be in a position to
capitalize on his mistake. Most of your Air-to-Air kills will occur when
you catch your opponent "going to the bank."
The Bank
When describing an intangible concept such as energy, it is helpful to
discuss it in the context of something we all understand. Money. In very
basic terms, energy is to an aircraft what money is to a bank. An aircraft
is like a bank in which energy is accumulated, stored, and released as
needed. Without money, a bank cannot operate (unless you want to
extend this metaphor to include S&Ls). Without energy, an aircraft cannot
fly. Following this metaphor to its logical conclusion, flight is simply the
process of depositing and withdrawing of energy from an aircraft.
The art of flying is just knowing when to deposit and when to with-
draw. Deposits give the aircraft additional energy which can be con-
sumed immediately or stored for later use. Energy deposits can be made
in the form of increasing Thrust, reducing Drag, or by converting alti-
tude into forward momentum (speed). All these actions add to an air-
craft's total energy level.
Catching your opponent while he's going to the bank means attack-
ing while the other guy is desperately looking for ways to increase his
energy state. His ability to maneuver will be extremely limited. His abil-
ity to climb will be nil. If his energy state is low, he has few options
other than to unload his wings, drop his nose, and trade altitude for air-
speed. Of course he can always advance his throttle, but it takes time to
gather any appreciable speed in this manner.
Anticipating what the other guy is going to do is half the battle. A
good pilot will use his opponent's lack of energy to his own personal
advantage. If the enemy has managed his energy poorly, he will be vul-
nerable throughout the combat. Like a mugger staking out an auto-
mated teller machine, a pilot must stalk his prey on the way to and
from the bank.
Even so, frequent trips to the bank are unavoidable. Flight causes an
aircraft to spend its energy, and air combat often causes a pilot to over-
spend. When an aircraft has spent all its energy, it's like trying to write
checks on a closed account. The aircraft stops flying at that point even
though a pilot will continue to make demands.
Usually a pilot will try to avoid losing energy but there are times
when this is impossible. When faced with such a situation, a good pilot
will try to minimize the negative effects of energy draining maneuvers.
Natural laws of momentum and inertia point out that it is better to
release energy slowly rather than all at once. Pilots use the phrase "letting
the energy bleed off' to describe this gradual loss.
Energy is usually lost by performing high G turns or by converting
speed into altitude (climbing). Pilots also lose energy by dirtying up the
aircraft so that drag is increased (i.e. extending flaps or applying the
speed brake). Maneuvers which load-up an aircraft (i.e. place a greater Figure 2.8 No amount
than normal amount of Gs on the aircraft) also cause a loss of stored of energy management
energy. Steeply banked or prolonged turns cause an aircraft to convert its is going to save this
OV-10 Bronco.
energy into the additional lift these
maneuvers reqmre.
In Strike Eagle III, judging your
energy is difficult. Much of what
goes into managing energy is an
instinctive feel pilots get from their
aircraft. But seated in front of your
computer, players don't get to feel
their aircraft. This type of sensory
input is the domain of real pilots.
Still, a lot of what goes in to being a
good energy manager comes down
to experience and flight time. Flying
this simulator gives you the opportunity to put in as many hours of

flight time as you like. The more time players spend in the cockpit, the
more they will come to realize what they can and can't do.
Energy State
An aircraft's energy state is simply the total of its accumulated energy in
the form of momentum plus the energy produced by having engines
force compressed air out the back. An aircraft which is flying both low
and slow is said to have a low energy state. The pilot cannot accelerate
fast enough to escape, nor can he trade altitude for speed. Low and slow
is a deadly combination. A pilot found in such a situation has few
options if bounced by enemy fighters.
There are two types of energy which combine to make up the air-
craft's energy state. These two types of energy are interchangeable and
can be harnessed to effectively increase an aircraft's performance.
Positional (or Potential) Energy

Positional energy can be defined as the weight of the aircraft times its
current altitude. In a contest between two aircraft of equal weight, the
higher of the two will have greater positional energy. In a combat situa-
tion , the aircraft which can convert more altitude into energy when
needed has used its position to gain energy.
Positional energy is sometimes called Potential energy. This type of
energy is potentially available to a pilot any time he wishes to make use
of it (by divin?). Altitude, in this respect, is a measure of the energy
which an aircraft has on-call. The higher an aircraft travels, the more
potential energy it will have to call on in the future.
Aircraft caught at low altitudes have less positional energy available.
To make up for this deficiency, an aircraft must increase its speed using
additional Thrust to replace Positional energy with Kinetic energy. A
pilot caught flying low and slow is in real trouble. He has no immediate
options available to him in this conditions other than to open up the
afterburner. Gaining energy in this manner takes both time and fuel.
Kinetic Energy
Kinetic energy deals with the energy derived from speed (i.e. motion).
An aircraft which is traveling at a high rate of speed has a wealth of
excess energy. It can convert this energy into maneuvers or use it to gain
altitude. The former option bleeds off the energy by increasing the load
factor of the aircraft. Once an aircraft uses energy to perform ACM, it is
gone for good. Replacing this energy will require that a pilot go to the
bank.
An aircraft which uses excess energy in the form of speed to gain
altitude has now converted its Kinetic energy into Positional energy.
This shows the value of energy in flight. It can be continually juggled
between Kinetic and Positional by trading altitude for air speed and vice
versa. A good pilot should be able to manage the balance between
Kinetic and Position energy.
The Performance Envelope

It used to be that the term performance envelope was a fairly esoteric con-
cept, existing only in the domain of technical engine~rs . But within the
last decade, it has become a common practice to use the term to describe
everything from automobiles to tennis shoes. Hardly anyone is confused
when the phrase is used in day to day speech.
When describing aircraft, the term performance envelope simply refers
to a set of specific flight characteristics and parameters. How high can a
particular aircraft fly; how far; how fast? The numbers that answer these
questions are what make up a given aircraft's envelope. One thing to
remember when considering these numbers is that performance varies
widely according to the flying environment.
Even though air is invisible (at least it used to be before the industrial
age), it is thick stuff. While it appears that air is nothing more than
empty space, an aircraft must wade through the atmosphere like a fish
must swim through water. Air is not homogenous. It actually acts more
like soup and because of gravity it is thicker at the bottom of the bowl.
Because of this, energy curves take on a peculiar shape. The numbers
point to the existence of a concept known as the energy egg. Because of
the laws of physics and the nature of air density, max performing an air-
craft means following its particular egg-shaped flight envelope.
The Energy Egg

In the horizontal plane, an aircraft will fly a perfect circle if it maintains
a constant G force and speed. This horizontal circle can be viewed as the
waist of the energy egg. When the same aircraft tries to fly a perfect cir-
cle in the vertical plane, the circle is distorted by gravity into an egg
shape. At the top of the egg, an aircraft will be nearing the end of its
energy. It will be traveling slowly which makes its turn radius very tight.
Near the bottom of the egg, the aircraft will have picked up speed during
its descent and have a much longer and flatter arc.
Think of the shell of this energy egg as the area of max performance.
This is the region at which the aircraft will be most energy efficient and
also perform the best. The aircraft will be able to perform crisp BFM at
the peak of its capabilities.
Aircraft which are chasing around the outer edge of the egg are wast-
ing energy. These aircraft are expending too much energy performing
maneuvers which could be accomplished more cleanly and efficiently.
Their comparative sluggish flight performance is using up their finite
supply of fuel quickly. These pilots won't remain in the fight for long.
At the other end of the energy spectrum are aircraft with not enough
accumulated energy. When an aircraft's energy state is too low, the pilot
is said to be inside the egg. He will be unable to perform critical maneu-
vers if enemy fighters catch him off-guard. These pilots don't remain in
a fight long either. The difference is that these pilots usually don't have
to worry about the ride home; they never make it.
Corner Velocity
There are pilots who think that the faster they go, the better dogfighters
they become. These guys try to buy their victories at the cost of some jet
fuel. Pilots who take this brute-strength approach to air combat are miss-
ing the finer points of ACM. And it's exactly for these kind of pilots that
this strategy guide was written. Personally, I love running into these gu.ys
when flying Head-to-Head competitions. The looks on their faces when I
consistently cut Lead-Pursuit turns to their "sixes" is worth the price of
admission.
There is a point in air combat at which too much speed is a detri-
ment. Pilots cannot shove the throttles all the way forward and expect to
have a tight turning radius. Speed is a fine thing to have when making
slashing attacks on an unsuspecting target. But when the enemy knows
you're coming and begins his ACM, it's also nice to be able to swing the
nose of your aircraft around the sky at a decent rate.
Air combat requires that pilots balance speed and maneuverability.
On one side of the equation are all the advantages derived from speed;
on the other side are the inherent benefits from being maneuverable.
The point at which these two philosophies converge is known as corner
velocity.
Corner velocity is the speed at which an aircraft makes its quickest,
tightest turns. In fighter terminology, these high-speed, high-G turns are

known as bat turns. Like the bat, corner velocity allows the aircraft to
rapidly change direction within a small amount of airspace. While the
radius of a turn is an important consideration, the rate of turn is equally
critical. Getting the nose of your aircraft around is even more important
than speed when it comes to ACM.
The pilot that blows through a dogfight at 600 knots is just being a
high-speed cheerleader. He is flying way outside the energy egg, and he'll
be lucky if he gets close enough to wave as he goes by. On the other
hand, a good energy manager will avoid the temptation to peg his throt-
tle open. Instead of powering through a fight, he will use the energy egg
to give him a superior turning ability (rate of turn) as well as a tight
turning radius.
Situational Awareness
Situational awareness or SA has become a "buzzword" for the 90s. It has
been present since the birth of aerial combat but it wasn't until the past
2 decades that someone first acknowledged SA as a concept. Simply put,
situational awareness is the ability to observe events taking place around
you, even though you may be personally involved in combat action
yourself. It means knowing where your wingman is at all times and what
he may be doing. It means keeping an eye on your six while going after
the MiG in front of you.
Situational awareness is an skill inherent in most successful pilots.
To a large degree, SA can't be taught. It's a catch-22. You can't learn SA
unless you've been in combat, and you shouldn't go into combat with-
out first learning SA. It is one of those elements of flight that is based
solely in the sensoty perception of the individual. SA requires a pilot to
pay attention to details. More than that, however, it requires a sixth
sense to instinctively know which details are important now and which
will be important later.
A detective who arrives at a crime scene must be able to observe the
whole setting and focus in on what is important to solving the case. He
must be able to function amidst all the crowd noises and police sirens.
He must be able to concentrate on what he is doing despite all the activ-
ity and flashing lights.
The same problems that confront a detective at a crime scene are
present when a pilot reaches the merge. A pilot must be able to discern
the critical details of what is going on around him. He must be able to
function amidst all the bells and whistles going off in his headset, and he
must have a clear idea of what he is going to do. Moreover, a pilot must
be able to sense what his enemy is going to do and use that knowledge
against him.
Situational awareness requires that a pilot detach himself from what is
currently going on that directly involves his aircraft. He has to know when
his wingman is going to take a shot or when his wingman is in trouble and
needs assistance. It is the notion 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. Good SA allows you to place
yourself not only in your wingman's cockpit, but the enemy's cockpit as
well. 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 that 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 using space
and time relationships that cut diagonally from the vertical and horizon-
tal planes. This third dimension distorts spatial perceptions and has been
the cause of many a pilot's undoing.
THE AN/APG-70
RADAR

The AN/APG-70 is an extremely complex piece of equipment. For this
reason, the physical operation of the radar was covered in the Basic
Flight Training chapter. This section covers the practical use of the radar
in Air-to-Air combat. Knowing how to get the most from your radar
aids in developing your situational awareness. It also allows you to keep
track of the enemy while performing maneuvers designed to make him
lose sight of you.
The opening phase of any Head-to-Head competition is a battle
between radars. Since the radars are identical, this battle is won by the
pilot who is most skilled in using it. From the start, you and your oppo-
nent will begin maneuvering in order to close in undetected. At the same
time you are trying to stay hidden, you should also be trying to find the
other guy. You can only be successful in this if you learn how to off-set
your radar coverage from your flight path. This tactic is called playing the
angles and is just one of the special techniques you must learn.
For all its complexity, using the radar in an Air-to-Air role only
requires that pilots follow this simple sequence; Search, Designate, Lock,
Shoot, and Track. First, the radar must search for enemy aircraft in either
of the two main search modes; Long Range Scan (LRS) or Short Range
Scan (SRS). After a target (or targets) have been detected, the radar must
be told to concentrate on an individual aircraft. This process is called
designating (or acquiring) the target. Once a target has been designated,
the pilot receives more specific targeting and flight information.
Before a missile can be launched, however, the radar must further
focus its attention on the target. The radar locks-up the target so that the
missile knows who to go after once it is launched. Once the target is
brought within a narrow launch envelope, the pilot receives a shoot-cue.
Shoot-cues indicate that the locked target is within the firing envelope
and that a missile can now be launched.
At this point, your missile selection begins to play an important role
in how you manage your radar. If the missile is a SARH (Semiactive
Radar Homing), you must continue to paint the target with your radar.
Painting the target means keeping the target locked-up on radar through-
out the flight time of the missile. It is not necessary to keep the target
within a firing envelope (i.e. continuing to receive a shoot-cue).
Of the three missiles carried by the F-15E only the AIM-7M Spar-
row requires you to track the target after launch. If your missile was a
fire-and-forget AIM-120A AMRAAM or AIM-9M Sidewinder there is
no further need for the radar.
Note that the AIM-9M Sidewinder is a heat-seeking missile and in
real life does not require assistance from the radar at all. In Strike Eagle
III, it is necessary to "lock" the target on radar prior to launch.
Air-to-Air Mode Radar Display

The Air-to-Air mode radar display screen is broken up into 16 blocks of
space which form a 4 X 4 grid system. Each grid square represents 1/.i of
the radar's maximum range setting. For example, a setting of 80 nm cre-
ates grid squares 20 nm long. The grid lines fall at 20, 40, 60, and 80
nm from your aircraft. A maximum range setting of 20 nm would cause
the grid lines to fall at 5, 10, 15 and 20nm.
Although the radar screen appears on the display as a perfect square,
it is not. Your aircraft is positioned in the center of the bottom edge of
the screen. The radar beam projects from the aircraft in a three dimen-
sional cone. But if viewed from above, the radar beam fan would appear
as if the Eagle was eating a slice of pizza. Therefore, it is important to
keep in mind that the square radar coverage portrayed on the display is
actually a distortion of this fan. Aircraft on the edges of the display look
120
80mm 120
80mm
Figure 2.9 Long

Range Scan (LRS)
Radar Display grid
next to how the radar
arc would actually
appear.
like they are going to fly straight by you. An aircraft in one of the lower
display corners appears far off but is actually right next to you.
There are two principal Search modes, a Long Range Scan (LRS)
and Short Range Scan (SRS). Long Range Scan (LRS) is the radar's
default setting. In LRS, the radar antenna is heading stabilized, i.e. it
always points in the direction of flight. It has a horizontal azimuth width
of 120 and defaults to its maximum range of 80 nm. The range can be
set to 10, 20, 40, and 80 nm by pressing Radar Range ([Home]). Note
that the value in the upper-right corner of the radar display is the current
range setting. LRS cannot be aimed. (Note the two pips in each of the
lower corners; the beam width takes up the whole display.)
LRS is used for spotting bandits at great distances and those moving
at a high rate of speed. LRS alternates between HI and MED Pulse Rep-
etition Frequencies (PRFs). What this means is that your radar sweeps
an area twice in LRS and producing the same effect as sweeping the area
once in SRS. LRS is good at cracking aircraft which are coming at you
from a distance. But enemy aircraft can easily disappear off your radar
screen using abrupt changes in altitude, heading, and airspeed if you are
not careful. Even a momentary distraction is enough to give the enemy
an opportunity to vanish.
Short Range Scan (SRS) is the secondary Air-to-Air radar search
mode. Toggling the LRS/SRS ([Insert]) switches the radar between Long
Range and Short Range scans. SRS is heading stabilized like LRS . It has
an azimuth width of 60 and defaults to its maximum range of 40 nm.

The range can be set to 10, 20, or 40 nm by pressing Radar Range
(I Horne I). The two bright pips along the lower edge of the display indi-
cate the radar's beam width (60). The beam width does not take up the
whole display as with LRS.
When the radar is in SRS mode, the ACQ bars can be used to aim
the radar beam laterally. Slowly move the ACQ bars from side-to-side
within the radar display screen. Note how the two bright pips follow the
movement of the ACQ bars along the x-axis. They move in unison to
the motion of the ACQ bars like a pair of eyes following a light during a
sobriety check.
What you are actually doing by moving the ACQ bars is moving the
radar's antenna from left to right. The beam can be aimed at any point
along the horizontal axis by positioning the two pips then clicking the
mouse. The SRS radar beam is now pointing at a specific patch of sky
rather than just pointing straight ahead. This feature allows you to main-
tain your heading while keeping an eye on aircraft off in the corners.
Get in the practice of switching to SRS when a target gets to within
40 nm rather than just leaving the radar in LRS. While the LRS will
auto scale down its radar coverage, SRS is more responsive. For one
thing, the scan bars in SRS are approximately 2.5 deep, greater than
those used in LRS. More sky is covered by each of the bars. SRS also
updates the radar screen much more quickly. So even though the infor-
mation displayed in SRS is the same as LRS, make SRS the mode of
choice once targets pass the 40 nm range line.
Long Range and Short Range scans complement each other but are
not good substitutes for one another. LRS can only alert you that some-
thing is out there very far away. SRS is not without its faults either. The
deep scan bars provide excellent coverage of the vertical plane but are
much less effective in the horizontal.
Track While Scan (TWS)

Track While Scan (TWS, pronounced "Twiz") is the primary method of
tracking targets once they have been detected by LRS or SRS. It is acti-
vated by pressing TWS (I Delete]) or by designating the ACQ Symbol in
an open area on the radar screen. The TWS screen shows the display
range in the upper right-hand corner. The lower and upper beam limits
are displayed (measured in thousands of feet.)
TWS has an azimuth of 60 and a maximum range of 80 nm. Tar-
gets appear on the TWS display as small green squares with lead lines
pointing in the direction of flight. In fact, the biggest difference between

LRS/SRS and TWS is the addition of these lead lines.
Once a target is designated off the TWS display screen, DTWS
mode is activated. If the radar is unable to maintain its designation, it
reverts to the last active search mode.
Designated-Track-Wh ile Scan (DTWS)

Designated-Track-While Scan (DTWS, pronounced "Dee-Twiz") is
used when a single target is designated off either the LRS, SRS, or TWS
display screens. Once a target is designated, the radar remains focused on
the target even though your aircraft may be maneuvering. DTWS allows
pilots to designate and fire at multiple targets, one after another. Players
may either use the mouse and ACQ bars symbol or press Designate Tar-
get (I Backspace]) . Being a medium range fire-and-forget missile, the AIM-
120A is ideal for this purpose.
Single-Target-Track (STT)
Single-Target-Track (STT) is the radar targeting mode used by the AIM-
7M and AIM-9M missiles. These missiles require that the full attention
of the radar be directed at a single target, hence the term Single-Target-
Track. STT and DTWS are identical in appearance except that in STT,
only one target ever appears on the radar display. Even if the target is
picked out of a group of incoming interceptors, once the radar switches
to STT, all other aircraft disappear off the screen. It is imperative not to
lock-up a target too soon. Remember that switching to STT focuses your
attention on a single target. Your situational awareness is bound to suffer
when you are no longer able to see the big picture.
AUTO Acquisition Mode (AUTO)

AUTO Acquisition mode is used to detect targets in the midst of a hard
turning fight, when a pilot cannot take the time to manually acquire tar-
gets. Players activate AUTO mode by toggling AUTO/ Boresight (!End]).
This mode automatically (hence the name) "locks-up" the nearest target
within a maximum range of 10 nm. It is very useful in a close range fight
but tends to focus a pilot's attention inward. Using AUTO mode takes
away from your situational awareness, but it just may save your life. It
will find the enemy for you even if you' re not looking.
Boresight Mode
Another method of radar designation is called Boresighting. From AUTO
mode, press the A UTO!Boresight ([End]) toggle a second time. A small
circle appears inside the ASE circle on the HUD. This is your boresight.
To designate a target using this mode, maneuver your aircraft so that the
desired target is placed inside the tiny boresight circle. Once this is
accomplished, press Designate Target ([Backspace]). The target inside the
boresight is now locked on your radar.
Air-to-Air Radar Procedure

The following outline lists the specific steps involved in using the radar
in Air-to-Air combat:
1. Switch your aircraft's Master mode to AA (Air-to-Air) by pressing
the Master Mode Toggle(~). The front seat MPD default screen
settings should be MPD #1; AN/APG-70 radar, MPD #2; TEWS,
MPCD #3; TSD.
2. In order to use the AN/APG-70 radar, it must first be taken out of
SNIFF (Stand-by) mode. While in SNIFF mode the radar remains
warmed-up but non-operational. Press Radar Activate Toggle ([ffi) to
active the radar and begin emitting energy. (Note that the EMIS light
above MPD #1 is now illuminated)
3. When the radar is activated, it defaults to Long Range Scan (LRS).
LRS has a maximum range of 80 nm and covers a 120 arc
originating from the nose mounted radar. The range of the radar
may be changed by pressing Radar Range ([Home]). (The range can be
set to 10, 20, 40, or 80 nm.) The antenna altitude coverage can be
raised 5 by pressing Antenna Up ([Page Up]), or lowered 5 by
pressing Antenna Down ([Page Down]).
4. Before you can lock-up an enemy aircraft, you must first designate
(acquire) it. Aircraft, both friendly and enemy, appear on the radar
screen as small green squares. The preferred method of target
designation is using a mouse to move the ACQ Symbol bars over the
radar display screen so that they straddle an individual target. Once
the ACQ bars are positioned on either side of the square, press either
mouse button.
If you do not have a mouse, press Designate Target ([Backspace]) to
designate the closest square. Multiple presses of this key will toggle
through all the eligible targets appearing on the screen. The nearest
target square is designated first.
5. After designating a target, the radar automatically switches to
Designated-Track-WhileScan (DTWS). The designated target (now
referred to as the Primary Designated Target (PDT) changes from a
box to an open diamond along with a Lead Line (Heading Vector)
pointing in the direction of flight. The designated target is the
primary scan point, but other targets in the vicinity are also
displayed. The azimuth and bar carets remain locked at the position
of the designated target, however.
6. Until now, you have no way of knowing whether a designated target
is a hostile bandit or a Boeing 747. Press Identification, Friend or Foe
(OJ) before you fire. If the PDT is hostile, an X symbol momentarily
appears on the radar display screen in place of the aircraft box. If the
PDT is friendly, you receive an audio cue and the [I] instrument
light illuminates. (No points for friendlies.)
7. The PDT can be locked-up at any time by pressing Target Lock([}).
When the PDT is locked-up, its radar display icon changes from an
open diamond to a solid diamond. If the selected weapon is either
the M61Al gun, AIM-9M Sidewinder, or AIM-7M Sparrow, the
radar automatically switches from DTWS to Single-Target-Track
(STI} mode. If the selected weapon is an AIM-120AAMRAAM, the
radar stays in DTWS mode.
8. Once a target has been designated and locked, all that remains is to
bring the Steering Dot within the Allowable Steering Error (ASE)
circle. Once the target falls within your selected missile's Rmax, you
receive a number of shoot-cues indicating that it is time to fire.
9. Now that the Primary Designated Target (Pon is within range,
the Steering Dot is within the ASE, and the shoot-cue lights are
flashing, it is time to launch your missile. Press Joystick button #2
or Fire Missile (I Spacebar I) to fire a missile.
lOa. If you fire an AIM-7M Sparrow, you are required to paint the
target with your radar beam throughout the missile's time of flight.
The target only needs to be keep on radar to fulfill this require-
ment. You do not have to keep the Steering Dot within the ASE.
10b.AIM-120A AMRAAMs and AIM-9M Sidewinders are fire-and-
forget missiles. If you launch one of these, you are free to maneuver
without further regard for the missile. It will hit or miss the target
completely independently of further input from the firing aircraft.
Shoot-Cues
The radar provides the pilot with various shoot-cues which indicate when
the pilot may fire at a particular target. These "bells and whistles" make
it impossible for a pilot to misjudge his firing envelope. Missiles
launched prior to receiving a shoot-cue are lost either due to range or
failure to guide properly. (When playing in Head-to-Head competition
against a "live" opponent, often an early missile shot will spook an opponent
into doing something stupid.)
Lock-Shoot Lights
Two Lock-Shoot lights are located on the canopy braces. These lights
illuminate when the target is locked then begin flashing to indicate a
shoot-cue. Another shoot-cue is located along the botrom of the radar
display screen. If the missile is an AIM-120A AMRAAM the shoot-cue
will be a flashing "Star of David" symbol. If the missile is either a Spar-
row or Sidewinder, this symbol is a flashing triangle. These same shoot-
cue symbols are repeated on the Target Designator box (TD).
Target Designator Box (TD)

When an aircraft is locked on radar, a Target Designator (TD) box
appears around it if viewed through the HUD. The TD box acts as a
visual reference which can pinpoint the target's location even if it is
BVR. If the target leaves the HUD's view perspective, a line appears
from the center of the ASE to the target's location. This line is appropri-
ately called the Target Locator Line. Follow this line; the target will be at
the other end.
Aspect Angle
The Aspect Angle is an important piece of information which is often
overlooked in the heat of combat. Because aircraft appear in TWS,
DTWS, and SIT modes with lead lines, players rarely feel the need to
become familiar with using aspect angles.
The Lor R means that your F-15E is looking at the left side or right
side of the target. The angle is displayed as a single or double digit. For
example, if the Aspect Angle is 12L (read as one-two-leftJ, your F-15 is
120 off the target's tail on its left side.
If the Aspect Angle is increasing, your F-15 is passing to the front
ASPECT ANGLE
H
i
180
13R
4R
Figure 2.1 O Aspect
Angle diagram T
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 co-
speed 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.
Break Lock
Situations may arise when you wish to break your radar's lock on a target
in order to look at another. Press the Break Lock (IBJ). The lock is imme-
diately dropped, and the radar automatically reverts to the last active
mode. Be advised, if the radar is set to function in Auto mode, it will
reacquire the target.
HUD Symbology (Designated Target)

When a target is designated, a vertical range scale appears down the right
side of the HUD. Underneath the scale is the altitude of the target, fol-
lowed on the next line by the range to the target, and on the bottom line
the target's aspect angle.
Moving up or down the range scale is a range caret. This caret indi-
cates the range of the target from your aircraft. To the left of the caret is
a numerical value representing the rate of closure with the target. A posi-
tive 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.
The position of the range caret should be noted in relation to the
horizontal tick marks located on the right side of the vertical scale. These
tick marks represent the Rmin and Rmax values of your selected missile.
Notice that the position of the tick marks change as a new missile is
placed in priority.
HUD Symbology ("Locked" Target)

When a target is locked by your radar beam, several additions are made
to the HUD symbology. All of the designated target information
remains, plus a TD box and Steering Dot now appear. If the target
moves off your HUD, a Target Locator Line will trace a path from the
center of the ASE circle to its off-screen position. A Steering Dot
remains positioned along the Target Locator Line and assists you in
bringing the target within your missile's envelope.
The Strike Eagle III instruction manual covered some entry level Basic BASIC FIGHTER
Fighter Maneuvers (BFM) like the Break Turn, Scissors, Loop, and
Split-S. Every pilot should know how to properly execute them. As a
MANEUVERS
WSO, if your pilot does not know how to do these maneuvers, it's time (BFM)
you two had a private chat. BFM should be second nature to a pilot per-
forming active combat missions.
Basic Fighter Maneuvers (BFM) are the basic components of any
comprehensive ACM strategy. Whereas Air Combat Maneuvering
accounts for the larger combat picture, BFM are the "in your face" tac-
tics used to defeat an opponent. The ultimate objective of each engage-
ment is to shoot down your opponent and escape unharmed. It's as
simple and as unglamorous as that. BFM is the art of using finesse to
place your aircraft in a position where it can fire on the enemy without
being fired upon.
BFM has practical applications at any range, but primarily it refers to
the kind of close quarter combat which takes place during the Maneuver
phase. This twisting, turning combat used to be known as a dogfight. Mod-
ern pilots speak of meeting the enemy at the merge or engaging in a forbalL
The nature of a short range engagements tends to make them guns or
heaters affairs. When the aircraft is being used as a weapons platform for
launching longer ranged missiles, it can hardly be considered to be using

BFM. Since this section is reserved strictly for discussing BFM, it ignores
missile combat except when BFM are used to defeat incoming AAMs.
So much of BFM has to do with energy management that this dis-
cussion assumes that only good managers are listening. The Maneuver
phase of the combat sequence is where the greatest demands on energy
are made. Every good pilot should be able to put an aircraft through its
paces while juggling his energy reserves. Maneuvering is made so much
easier when the energy state of the aircraft is kept high.
Using the Horizontal Plane (Turning)

An important part of BFM is the abiliry of an aircraft to use the horizon-
tal plane, i.e., turning. The ability of an aircraft to turn (change its com-
pass heading) indicates how well that aircraft (or pilot) can deal with
problems of aspect angle. There are actually two things to consider when
discussing a particular turn, the rate ofturn and the radius ofthe turn.
The rate of turn is a measure of how quickly an aircraft's nose can be
moved around the sky. In order words, how long (in seconds) does it
take the aircraft to rotate its nose through 360 horizontal degrees? (At
5, 000 feet with a fall mission Load, the F-15 takes approximately 20 seconds
to do a complete 360 degree turn.)
Note that there is a difference between the rate of turn and the turn
radius. The radius of a turn is defined as the amount of physical space
taken up by the turn. In other words, how large an area is needed in
order for an aircraft to change its direction 360 degrees.
The horizontal plane comes into play both offensively and defen-
sively during combat. An aircraft's ability to turn while on the offense
dictates how well the attacker is able to reach (and remain in) a firing
position against a defender conducting BFM. A defensive aircraft's ability
to turn will dictate how well it can create aspect problems for the
attacker. Also it is an indication of the relative ease at which it will be able
to reverse roles with the att~cker or disengage entirely from the combat.
Converting the Head-On Approach

The element of surprise is the key element in conducting successful
ACM. However, if pilots in opposing pilots' aircraft detect each other,
the transition to closure usually results in a nose-to-nose engagement.
No pilot wants to give his opponent a chance to maneuver on his six.
The head-on approach guarantees a

neutral position at the merge, at
least in terms of aspect.
Once the two aircraft cross
paths, each is put in the other's six
o'clock arc. In the blink of an eye,
the aircraft go from a neutral nose-to-
nose position to a neutral tail-to-tail
position. The first pilot able to con-
vert this parity into a position of
advantage will likely win the engage-
ment. If nothing else, he will steal the
initiative away from his opponent.
Once this happens, he should be able
to control the future course of the Figure 2.11 This
fight. Panamanian F-5 is
From a head-on aspect, conversion in the horizontal plane will take making a high-G break
after an unsuccessful
one of two forms; a one-circle fight involving a nose-to-nose aspect or a gun pass.
two circle fight involving a nose-to-tail aspect. The decision will rest
with the last pilot to make a turn. Any reluctance on the part of the
pilots to be the first to turn only widens the initial circle. Eventually,
someone will commit himself to a turn in one direction or another. The
trick is being able to accurately assess your opponent's energy state and
never let yourself be maneuvered into a turning fight you can't win.
One Circle Fights

A one circle fight occurs when both aircraft pass at the merge and break
to the same direction. This situation sets up a series of nose-to-nose
engagements which result in ever smaller concentric circles. Each subse-
quent pass will also be conducted at decreasing air speeds. Energy man-
agement is critical in this type of fight. Pilots will be trading energy for
nose angle on the enemy.
One circle fights can easily stagnate into a flat scissors pattern of
reversals. To convert the head-on aspect into a tail chase position of
advantage, both pilots will be attempting to use the energy egg and be
the first to reach their corner velocity. Once there, the pilot able to make
the sharpest, tightest turn will drop behind the other and take up an
advantaged position. Against poor turning aircraft, the one circle fight
leads to a rapid conversion and kill.
As the circle becomes tighter and the airspeeds come down, it
becomes more difficult for

additional bandits to join
the fight. However, once
the enemy is defeated, the
survivor will find himself
alone and at the bottom of
his energy curve. In this
position, he is extremely
vulnerable if another
enemy should happen to
come by. Therefore, at the
completion of a one circle
fight , the remaining air-
craft often dumps altitude
in favor of energy. Look
for bandits to make this
"trip to the bank."
One circle fights have
disadvantages as well. Just
as it is difficult for enemy
aircraft to enter the battle,
so is it difficult for your
wingman to jump in and
Figure 2.12 One circle
fig ht diagram
bail you out if you get into trouble. Another disadvantage is that one cir-
cle fights are usually stationary. The merry-go-round effect locks the two
aircraft in one place making it easy for additional aircraft to find them.
A pilot would choose a one circle fight only if he is confident that he
can out turn his opponent. Since the range will continually be decreas-
ing, the most useful weapons will be guns. All aspect heaters may be used
in limited instances, but generally their launch envelope will render
them impractical. Don't enter a one circle fight without operable guns and
plenty ofammunition.
Two Circle Fights

The alternative to a one circle fight is .. . you guessed it . . . a two circle
fight. Two circle fights occur when two aircraft meet head-on at the
merge and break in opposite directions. The paths that the two aircraft
take resembles a figure 8 (or two adjacent circles) when viewed from
above. Again, the object of a two circle fight is to convert a head-on
approach aspect into a tail chase situation.
Rather than both pilots turning in the same direction, two circle
fights have the opponents each going initially to their respective corners.
After meeting at the merge, both aircraft separate. At this point it is easy
for one or both aircraft to disengage from the battle. If pilots choose not
to disengage, the second phase of a two circle fight becomes getting the
nose of the aircraft pointed in the right direction, i.e., at the enemy.
The physical area of a two circle fight is larger than a one circle
fight, so the emphasis on individual turning performance is not as great.
Speeds are generally kept higher than those in a one circle fight. Why?
Because the object of a one circle fight is to force an overshoot. The race
is to see who can be the first to go the slowest.
A two circle fight, on the other hand, sets up a tail chase situation
where both pilots want to speed around the circle and wind up in their
opponent's "six." Timing is a critical part of this type of fight, and good
situational awareness will come in handy. Aircraft equipped with all-
aspect missiles will have an advantage. If you can get the nose of your
aircraft around, you can shoot a missile from across the figure 8.
Two circle fights are far more difficult to manage. Most of the time,
Figure 2.13 Two

circle fight diagram
the two aircraft will be pointed away from each ocher. Gee used co look-
ing over your shoulder, or keep the enemy in sight by using Padlock
View([ITJ).
Nose-to-Tail Pursuit Situations

Whether it is a one circle or a two circle fight, the overall objective in the
horizontal plane is simple. Pilots are all crying co reach a position of
advantage and be the first to point the nose of their aircraft at the
enemy. Ideally, the enemy should be maneuvered into a situation where
he cannot return your fire, i.e., out in front of you.
Examine the following three types of nose-co-tail situations. When
one pilot gains a position of advantage by virtue of being behind his oppo-
nent, he may choose between different types of turning profiles. Study the
differences closely in relation to your BFM experience in Strike Eagle !IL
Lead Pursuit
A Lead Pursuit situation is one in which the pursuing aircraft keeps its
nose pointed ahead of the target throughout the turn. Lead Pursuits pro-
vide the pursuing pilot with the fastest means of affecting closure. This is
a dangerous chase position because the pursuer is not always able to see
his target. In tight turns, LOS to the target will be blocked by the pur-
suer's own aircraft. If the pursuer is not careful, it could lead to the tar-
get being able to reverse on him.
In order for a pilot to maintain a Lead Pursuit situation, he will have
to continually increase his turn rate. At the same time, narrowing spatial
distances (closure) will cause the pilot to fly an ever decreasing turn radius.
Bear in mind that the G forces in this situation are greater on the pursuer
than the pursued. As the two aircraft come together, the gap in G forces
experienced by the pilots can be significant. There's no point in getting
right up on the enemy if you' re going to be asleep when you get there.
Pure Pursuit
A Pure Pursuit situation is one in which the pursuing aircraft keeps its
nose pointed directly at the target throughout the turn. If you can keep
aimed at the target as he turns, you must be doing something right. You
won't be able to effect a "guns kill" from a Pure Pursuit, but you will be
able to boresight a missile. Your rate of closure won't be as fast as a Lead
Pursuit. Use the added time to work the Steering Dot. The ASE circle
will be very tiny due to the aspect angle and missile envelopes involved.
These situations are generally transient periods between Pure and
Lag Pursuit profiles. A defender who sees an attacking aircraft in Pure
Pursuit will undoubtedly be spurred to begin out of plane maneuvers
(like climbing, diving, }inking, or slicing turns).
Lag Pursuit
A Lag Pursuit situation is one in which the pursuing aircraft keeps its
nose pointed behind the target throughout the turn. The type of pursuit
is the easiest of the three for the chase aircraft to effect. The pursuing air-
craft can alter (and even stop) the rate of closure by making minor
adjustments in noseangle. Pilots should use this type of pursuit to begin
the closure process. It can be used to slide into a Pure or even Lead Pur-
suit profile as the range decreases.
This type of pursuit should be used to prevent a possible overshoot
if the pursuing aircraft is traveling faster than the target aircraft. The
pursuing aircraft should always be on guard against a turn reversal which
may cause an overshoot. Even if the attacking aircraft manages to stay
behind the target, it will likely find itself within its missile's Rmin. Alter-
natively, the defender could tighten his turn radius and eventually effect
a reversal. Lag Pursuit also affords the pursuer his best chance to disen-
gage cleanly should the situation warrant it.
The pursuing aircraft's choice of pursuit profile will be dictated by:
1) the relative disparity of energy between the two aircraft; and 2) the
engagement envelope of the pursuer's Air-to-Air weapons.
Judging the target aircraft's energy level will be difficult when ini-
tially entering the engagement. Be careful. The worst thing a pilot can
do is jump into a fight with a high level of energy, assume a Lead Pur-
suit, and then proceed to overshoot the target. Begin every closure situa-
tion in a Lag Pursuit profile. Keep your nose pointed behind the target
until you get a feel for the target's energy state. Once a stable closure rate
has been established, you can increase the rate of closure by pulling into
the target.
The weapons carried by the pursuing aircraft also have a great deal
to do with pursuit situations. A fighter, out of AAMs, equipped only
with guns, will seek to position its gunsight ahead of a fast moving tar-
get. This fighter will assume a Lead Pursuit profile out of necessity. An
aircraft cannot use a Pure or Lag Pursuit because of the need to lead the
target. Remember a stream of bullets needs time to reach the target.
A fighter equipped with rear-aspect only missiles will generally pre-
Lag
Pursuit
Figure 2.14 Pursuit

diagram F-15E
fer a Lag Pursuit. The object of these fighters is to reach a position

within the six o' clock arc of the target. The pursuing aircraft can best
bring its weapons within constraints from this type of pursuit. An all-
aspect missile equipped fighter, however, has a greater latitude of options
available to it. Pure, even lag pursuits, can be used effectively. A high
angle-off perspective may cause a diminished ASE circle at close range. If
this is the case, the pursuing aircraft can back off, effect a greater angle of
separation, and then take the shot.
Using the Vertical Plane (Changing Altitude)

As a player, I am often greeted with the admonishment, "use the vertical,
use the vertical." In other words, onlookers are always eager to counsel
me to change altitude. That may or may not always be sage advice. Keep
in mind that no change in altitude comes without a change in your

energy state. Even if your accumulated energy level goes up, it doesn't
always constitute a good thing.
Entering a dive just to gain some additional airspeed or escape a pur-
suer isn't always the proper thing to do. Consider the fate of a pilot who
unloads the nose of his aircraft and starts downhill. As he gets to the bot-
tom of his dive, he is greeted by an enemy fighter. Pulling out of the
dive, he finds that his energy is up along with his airspeed just as he
wanted. The problem is that now, he is flying way out of the energy egg.
Unable to turn at corner velocity until his speed comes down, for a while
at least, he becomes meat on the table for the hungry bandit.
Likewise, loading-up your wings to enter a climb isn't always the
answer either. When a pilot gains altitude (climbs), he is sacrificing his
immediate store of airspeed and energy for later use. Note that this air-
speed and energy really isn't lost; it is just being saved. It becomes a matter
of technique to know when to start saving for the future. Certainly,
when there's a bandit on your tail, it is not the time to start planning
your retirement.
When a pilot changes altitude, it must be the result of careful con-
sideration and should not be taken lightly. A climb or dive maneuver is
every bit as important as a break turn to left or right. For a pilot trying
to stay within his egg, a careless change in altitude could quickly push
him out of the envelope. Vertical movement, because it must deal
directly with gravity, causes more drastic changes in energy than move-
ment in the horizontal plane.
It is usually more advantageous to convert altitude into airspeed
(lose altitude by diving) only because it provides a quick return on your
investment (remember the section on going to the bank). The effect of
unloading your wings and pointing the nose downhill is instantaneous.
The Split-S maneuver is one of my personal favorites. From level
flight, simply roll inverted and pull back hard on the stick. Couple this
maneuver with the Padlock View (rn), so you can get a visual indication
of the enemy's response. Use slicing turns to add a three dimensional
aspect to your maneuvers. Instead of pulling straight back on the stick,
kick in a slight bank. Even if the enemy stays with you through your
maneuver, chances are the downhill separation will create a high angle-off.
Climbing also yields a return, but generally altitude is more like a
savings bond: the pay-off comes sometime down the road. Going uphill
is a considerable drain on your available airspeed and energy. You don't
want to get caught at the top. Any prolonged climb will leave you with
little ability to maneuver, should you be attacked.
.
Figure 2.15 A fully
loaded F-1 SE cannot
-1.
-::- ..I .
'-
I
sustain a Zoom climb r ' ..

like this for very long.
Many players seem to like making sheer vertical climbs when

engaged in combat. These Zoom climbers point the nose of their aircraft
straight up at the heavens and expect to take off like Mercury astronauts.
Sooner or later reality will set in. It will then become painfully obvious
that the F-15E cannot sustain a vertical climb for very long, even with
afterburner engaged.
Sure, an Eagle coming off a dive with plenty of excess energy and
airspeed can convert back into a nose-high vertical. After climbing only a
few thousand feet, all that excess will be gone, and the pilot will be left
with nothing. Half of the altitude gained will be subsequently lost as the
aircraft falls back to earth trying to produce enough lift to sustain itself.
Common sense dictates that if someone is chasing you, you don't
run uphill to get away. The same logic holds true in ACM. Pick the path
of least resistance (this usually means going down) . If you can get a bandit
to follow you down, there's always a chance (if it is a human pilot) that
he'll run himself into ground coming after you.
MISSILE Missile Selection

COMBAT The initial selection of Air-to-Air missiles (AMRAAMs, Sparrows, or
Sidewinders) is usually done quickly. After all, who wants to spend time
in the ARMING Screen when there's a mission to fly? Granted, because
of differences in weapon effectiveness against ground targets, most play-
ers are more thoughtful when choosing AG bomb loads. But hardly ever
is a thought given to missile selection. Grab 8 AIM-120s and head out
the door. Right?
Well, the answer may surprise you. AMRAAMs are the logical
choice, I grant you. In fact, on the surface at least it would appear that
there is no real choice to make. I mean, AMRAAMs are instinctively
selected 90% of the time because they have the best range of all the mis-
siles and they are "fire-and-forget." What's not to like? They hardly ever
miss their target. You can shoot down enemy interceptors all day long or
at least until you run out of missiles. The AMRAAM allows you to keep
the enemy at arm's length without worrying about return fire.
But actually, very basic decisions are being made in the ARMING
screen. There is more to selecting Air-to-Air missiles than meets the eye,
a lot more. The obvious choice, AMRAAMs, may not always be the best
as the following case illustrates:
On a recent mission over North Korea, two F-15Es confi-
dently loaded with AMRAAMs were decisively defeated by a
trio of MiG-21s using low-tech, AA-2 Atoll "heaters". The
Eagles had made several fundamental and fatal mistakes, the first
of which was taking AMRAAMs to a knife fight.
The lead F-15E's AN/APG-70 radar detected three MiG-
21 s at 80 nautical miles. The Eagle-drivers turned into the
MiGs and routinely locked them up at a distance. They then
proceeded to watch as one after another of their missiles
slammed harmlessly into the ground.
The MiGs, down low to avoid the longer ranged
AMRAAMs, were able to close to within the AIM-120's Rmin.
Now the battle entered the Maneuver phase. It would be a test
of piloting skill in which the MiGs would attempt to overwhelm
the F-15s using superior numbers. Having reached this phase,
the battle became a standard BFM engagement. The F-15
pilots, not yet recovered from seeing a half dozen of their mis-
siles fail to score a hit, were unprepared mentally to press the
fight.
Overconfidence in their high tech AMRAAMs had led
them down the path of complacency. With no plan to fall back
on, the two F-15 crews had no way to effectively coordinate any
attempt to regain the initiative. Panic set in and communication
was neglected as each crew began to think in terms of self-
preservation. A rout ensued. Instead of tactical skill, the F-15
crews attempted to bull their way out of trouble. Too late! With
the MiGs now inside their formation, the Strike Eagles were left
with a load of useless and very expensive long-range missiles.
The MiGs with their shorter ranged Atolls beat the Eagles in
fine form. The mission went uncompleted and the two players
lost their favorite pilots.
Analysis
Had the F- l 5s been equipped with Sidewinders instead of AMRAAMs,
the battle would not have been so one-sided. For one thing, the Eagle
pilots would not have been tempted into unwisely firing at the MiGs
prematurely. Their early Fox 3 shots turned out to be just a waste of
ammunition that distracted until they failed to hit. The F- l 5s lost the
battle initiative waiting for the missiles to strike their targets. The MiGs
just used this time to close in and bring the Eagles within their own mis-
sile range.
Secondly, the longer range of the AMRAAM tended to give pilots a
false sense of security, making them believe that they could operate at
greater separation distances. Two-ship formations stretched over many
miles just give the illusion of mutual support. As it turned out, once the
AMRAAM advantage was nullified by terrain, the 2 F- l 5Es were effec-
tively isolated from each other.
The Eagle pilots also made basic tactical errors which stemmed from
their choice of missiles. The AMRAAM's biggest advantage is not that it
is a fire-and-forget weapon. (Remember, the Sidewinder is a fire-and-forget
missile also.) The AIM-120A is the missile of choice for engaging targets
at ranges beyond the enemy's ability to shoot back. This feature gives
pilots the flexibility they need when choosing which targets to engage. If
you are going to carry AMRAAMs, pilots must be prepared to exploit it.
There are two types of Air-to-Air missiles carried by the F- l 5E in
Strike Eagle III; those guided by radar and those that home in on the
heat generated by the target. It is important to remember that each type
of missile has its own unique set of advantages as well as limitations.
One point that is often overlooked is the manner in which missile
selection dictates future tactics. By selecting AMRAAMs, the F-15E has
the option to retain its Air-to-Ground ordnance if it encounters hostile
fighters. The Sparrow's semi-active radar guidance makes it likely that
any engagement involving multiple bandits will force the Eagle into a
BFM fight. The Eagle cannot win such a fight while loaded with ground
ordnance. Plan on jettisoning your bombs early.
The Sidewinder missile, because of its short range, almost guarantees
a BFM engagement. While the Sparrow allowed the F-15E to engage a
single target, the Sidewinder does not. If all you have are Sidewinders,
even a lone bandit can get close enough to launch a missile. Try avoiding
an AAM with 20,000 lbs. of bombs. Unless the attacking aircraft is
prop-driven or without missiles, carrying Sidewinders will force you into
a premature release of your bombs. This is the only way your aircraft can
prosecute a BFM fight on even terms.
AIM-120A AMRAAM
The AIM-120A AMRAAM (Advanced Medium Range Air-to-Air Mis-
sile) is the most modern AAM deployed by the U.S. Air Force. It was
designed to replace the AIM-7 Sparrow on U.S. aircraft in this decade.
No doubt the Gulf War in 1991 sped the development process some-
what. Although it reached the field too late for use in Operation Desert
Storm, the AMRAAM is now in service with U.S. squadrons remaining
in the Middle East. This missile has figured prominently in the air bat-
tles that have been taken place over Iraq since the war. In recent months,
F-16C fighters have downed a MiG-23 (17 Jan 93) and a MiG-25 (18
Jan 93) .
In Strike Eagle Ill the AMRAAM gives F-15E pilots a significant
advantage over the opposition. No enemy AAM comes close to the max-
imum range of this missile (26.7 nm). The range advantage creates a
window of invulnerability which allows you to launch without exposing
yourself to return fire. Depending upon the type of missile carried by an
opposing fighter, this window can get to be quite large.
For example, an F-15E equipped with AMRAAMs finds itself
engaging a MiG-23 carrying AA-2C radar-guided Atolls from a head-on
aspect. The AA-2C has a maximum range of 4.5 nm. This creates a very
large window of 22.2 nm from which the F-15E can launch AMRAAMs
without worrying about getting hit by the Atolls. Any encounter under
these conditions would present no real contest to the Eagle pilot.
Against a MiG-29 Fulcrum, this window is not quite as large. The
Fulcrum carries radar-guided AA-lOC Alamo missiles. These advanced
Soviet missiles have a range of 20 nm. In this instance, the window is
only 6.7 nm, a distance which represents mere seconds in travel time.
The MiG pilot is just as likely to get off the first shot.
Range advantage aside, the AIM-120A has other useful benefits in
combat. The AMRAAM possesses an active homing radar in its nose
cone which makes it a fire-and-forget missile. This means that after the
AMRAAM is launched, it tracks the target without further guidance
from the F-15E. The launching aircraft is free to maneuver or even
acquire a new target. The F-15E can carry up to eight AMRAAMs. Since
these missiles home in on their targets independently, the F-15E could

conceivably have all eight of its missiles in flight simultaneously.
The AMRAAM does not come without its share of disadvantages,
however. First, these missiles are very heavy. Usually, an F-15E can only
carry all eight at the expense of something else. Granted, these weapons
are worth their weight in fuel, but it is a consideration. Secondly, these
missiles are not designed with BFM in mind. The AIM-120A has a large
minimum range (Rmin). With an Rmin of 2 nm, close in launches are
impossible. If the F-15E finds itself in a BFM engagement, the pilot will
spend most of it staring at a "Break X."
AIM-7 Sparrow
The AlM-7 Sparrow is the other type of radar-guided missile carried by
the F-15E. Because of the missile's large canard wings, only four of these
missiles can be carried, and they can only be mounted on the hardpoints
of the Conformal Fuel Tanks (CFT). The size of fins precludes placing
this missile on the wing stations. The Sparrow is also larger and even
heavier than the AMRAAM (503 lbs. vs. 383 lbs.)
Like the AMRAAM, the medium-ranged AlM-7 also possesses a
range advantage over its Soviet counterparts, albeit a small one in the
case of the more recent ones. With a maximum range of 21.4 nm, the
Sparrow can fly almost as far as the AIM-120A. But, unlike the
AMRAAM, the AIM-7 Sparrow is a semiactive, radar-homing (SARH)
missile. This means that the Sparrow requires continual updates from
the launching aircraft.
The distinction between an SARH and a missile with an
autonomous active radar is an important one. The Sparrow requires that
the launching aircraft keep its radar focused on the target throughout the
missile's entire flight time. Far from being "fire and forget," the pilot
launching a Sparrow is committed entirely to a single target. This means
he cannot maneuver freely, drop his radar lock, or acquire a new target.
The ramifications of this dilemma are not apparent until the first
time a pilot goes up against two bandits at once. With AMRAAMs, the
pilot simply locked-up the leader, fired, then locked-up the trailer and fired
again. With AIM-7s, the pilot locks-up the leader, fires, and then has to
keep the leader in his beam until the missile hits. Meanwhile, the leader's
wingman has closed to within range and has fired a missile of his own.
The F-15E pilot now is confronted with two choices. The first
option is that he can ignore the wingman and continue to guide his mis-
sile at the leader. Even though the leader may be hit by this missile, the
bandit wing-man will score a hit on the F-15E. The net score is a tie but
the mission is a failure.
The second option is for the Eagle to react to the wingman and drop
its radar lock on the leader. In this instance, the Eagle's missile shot is
wasted. Without guidance from the launching aircraft, the missile goes bal-
listic and automatically misses the target. Now, the F-15E is in a tight spot.
Even if the Eagle manages to avoid being immediately downed by the
wingman, it begins the maneuver segment of battle outnumbered 2 to 1.
The situation is made even worse if one stops to consider the Rules
of Engagement (ROE) that were in use during the Vietnam War. The
whole benefit of the Sparrow as a BVR weapon was nullified. The
USAF's ROE mandated that targets had to be visually identified prior to
launch. Just once (for fun), try conforming to the Vietnam ROE when
playing Strike Eagle Ill Before firing a Sparrow, you must be able to see
the target and visually confirm the fact that it is a bandit. Good luck!
AIM-9M Sidewinder
The F-15E currently carries only one rype of InfraRed-homing (IR)
heat-seeking missile, the AIM-9M Sidewinder. A pair of these short-range
missiles is normally mounted on each wing. The usual Air-to-Air config-
uration consists of four radar guided missiles, either AMRAAMs or Spar-
rows, and four Sidewinders. This gives the F-15E both a medium- and a
short-range punch.
The Sidewinder was named after a snake because of the peculiar side-
to-side jinking motion it exhibits while in flight. During its development
it was dubbed "Ground-winder" because of its tendency to track heat-
reflecting objects on the ground. Early models of this missile were tail-
aspect only and required that the target's heat-source (engine exhaust) be
facing toward the missile's seeker head. These tail-chasers were eventually
replaced by more capable all-aspect models like the current AIM-9M. The
term "all-aspect" refers to the missile's ability to track a target regardless of its
orientation. The missile's seeker-head responds to all heat including heat pro-
duced by friction as the aircraft moves through the air.
Although the Sidewinder is an all-aspect missile, a straight head-on
engagement should rightly be considered suicide. The missile has a max-
imum range of only 4.2 nm. Given the missile's time of flight, it will be
hitting the target just as you reach it. Not good. The target always has a
chance to get in a snap gunshot to cripple your aircraft as it goes by.
Sidewinders are best employed from a tail-aspect or at least a high angle-
off deflection.
The first thing you hear when placing the Sidewinder in priority is
what's termed the growl This indicates that the missile's seeker-head is
active but has not yet acquired a target. The growl will be replaced by a
solid tone when the missile is ready to fire. No doubt you have heard
actual cockpit transmissions where a pilot is saying that he "doesn't have
a tone." In military jargon, "not having a tone" means that your heat-
seeker has not acquired a target.
The Sidewinder, like the AMRAAM, is a fire-and-forget missile.
Once launched, the seeker-head tracks the target by the heat it is emit-
ting. This frees the launching aircraft from having to continually track
the target. The short range of the missile makes this a moot point how-
ever. You will have little time to sort head-on targets at less than 5
miles.
In Strike Eagle III, the use of the Sidewinder is not strictly accurate
as many have pointed out. The simulation requires that you lock-on to
the target with your radar before firing a Sidewinder. In reality, radar is
not needed because the missile's seeker-head acquires the target prior to
launch. Using the radar to launch a heat-seeking missile alerts the target
unnecessarily. In addition, if the radar is damaged, Sidewinders are ren-
dered inoperable. I have it on good authority that the design team is looking
into changing this in a fature version ofthe sim, but don't hold me to it.
Missile Tactics
Until the advent of AAMs, air combat was an "up close and personal"
affair. During air engagements, opposing fighters were usually only sep-
arated by the range of their guns. Target acquisition had to be done
visually. With no radars onboard and only ground controllers to guide
them, early fighters generally groped around in the dark (figuratively
speaking).
With the dawn of the nuclear age, it was becoming extremely
important to intercept high flying enemy bombers before they could
penetrate our airspace. For one thing, massed formations of level
bombers huddled together for self-defense were a thing of the past. Only
one nuclear bomber was needed to slip through to a target, whereas
before a whole squadron might be assigned. Lone bombers flying in poor
weather or at night were going to be the wave of the future. Bombers
were going to have to penetrate enemy airspace undetected if they were
going to survive. Massed bombers relying on tight formations to bull
their way through were now a thing of the past.
Clearly, guns were no longer the answer. Enemy bombers could not
be allowed to reach their targets just because pilots couldn't see to use
their guns. The nation's urban population simply could not be entrusted
to the pilot's ability (or inability) to spot his target visually. AAMs
seemed to be the logical solution.
The Air-to-Air missile revolutionized aerial warfare just as the jet
engine had done decades earlier. The engagement envelope between air-
craft was instantly pushed back to beyond visual ranges (BVR). The
AAM allowed a target to be engaged regardless of whether the pilot
could see it. No longer would bombers be able to hide in clouds or use
the night sky as protection.
The remaining discussion on missile combat is divided up into two
parts. The first section will concentrate on tactics used when on the
offense. Although the F-15E should not be used primarily in an offen-
sive Air-to-Air role, there are times when taking an offensive stance
becomes necessary. Since sometimes the best defense is a good offense,
those tactics which revolve around the offensive use of AAMs will be
explored.
The final section deals with tactics to be used to defeat enemy mis-
siles launched at your aircraft. When the F-15E is placed on the defen-
sive, missile avoidance becomes an important consideration. This section
deals not only with AAMs but SAMs as well.
Offensive Missile Tactics

The F-15E is designated as a Strike Fighter. This means that its primary
mission is attacking ground targets. However, in order to accomplish
this mission, it is recognized that the Strike Eagle must at times engage
enemy interceptors. With the AWACS on station to assist you, the deci-
sion whether to commit to an engagement is usually yours. If enemy
interceptors are detected far enough away, you are given the option of
disengaging or starting your closure maneuvers.
Situational awareness is an important factor in this decision. How
many bandits are out there? Are they close enough to interfere? Where
would their reinforcements be coming from? What is their altitude? So
on and so on .. .
Equally important are questions concerning your weapons status.
Which, if any, of my systems are damaged? How many missiles do I
have remaining? What kind of missiles do I have remaining? Will I be
engaging these bandits at a disadvantage? Will I have to jettison my ord-
nance if I attack them? So on and so on ...
It is easy to find yourself in over your head, so decide wisely up
front. Satisfied that engaging the enemy at this time is the proper course
of action, it is time to start planning for battle. The number and type of
missiles you are carrying determine how you approach this engagement
from a tactical standpoint. Obviously, a full complement of AMRAAMs
makes your job somewhat easier.
The most significant factor in the employment of your weapons is
the element of surprise. Ifyou have the element of surprise, all things are
possible. AB a general rule, if interceptors are airborne you have already
been detected. The enemy will not scramble his aircraft unless you are
detected by ground radars. On a strategic level, the element of surprise
has probably been lost already. Tactically, however, it may still be possi-
ble to surprise individual or groups of interceptors. Catching them with
their lead lines pointed away from you is one sure way to tell.
The AWACS enables you to detect enemy interceptors when they
are still great distances away. fusuming that you have also been spotted,
the process of initiating the intercept usually begins at the maximum
limit of radar coverage (80 nm). These engagements tend to become
head-to-head Wild West showdowns as both sides close the gap. Being
equipped with missiles that outrange those of your opponent is a great
advantage in this type of engagement. Just like a heavyweight boxer, the
pilot with the longer reach will have the edge. He can land one on his
opponent's chin while staying away from the counter-punch.
The stand-off distance between launching aircraft and target is
known as the F-pole. Note that the F-pole value is not the separation dis-
tance between the aircraft at the time of launch. It is the distance
between the two at the time of impact. The distinction is a subtle one.
Because it takes time for a missile to hit a target, after it is launched, the
range between the two aircraft continues to narrow. Often the distance
traveled while the missile is in flight is considerable, especially if aircraft
have a high rate of closure.
The rate of closure is displayed on the vertical HUD scale once a
target is radar designated (TWS or DTWS). The number next to range
caret is the speed (in knots) at which the two aircraft are closing in on
each other. It is the sum of the speed at which both aircraft are traveling.
(If one aircraft is traveling at 650 knots and the other is traveling 450 knots,
the rate ofclosure would be displayed as 1, 100 knots.)
Pilots should be aware of the F-pole value and adjust their airspeed
accordingly. During the time a missile is on route to its target, the
launching aircraft may become vulnerable to a return missile shot. If this
return shot is a fire-and-forget (i.e. heat-seeker) missile, the attacking air-
craft may be hit after the target has been destroyed. To illustrate how
important the F-pole value is to most engagements, consider how this
distance is affected by the type of missile being launched.
AIM-9M Sidewinder
Using the Sidewinder, a pilot will receive a "tone" when the target
reaches the missile's maximum range of 4.2 nm. If the target is going
head-to-head with the launching aircraft, the missile will have a flight
time of 8 seconds. (This assumes a closure rate of 1,200 knots.)
During the time the missile is in flight, the two aircraft have closed
2.3 nm. When the missile impacts the target, the separation distance is
only 1.9 nm. This separation distance is reduced even farther if the tar-
get fails to take evasive action. If the target continues to bore in, the sep-
aration distance may be only .4 nm.
The F-pole value in this instance effectively reduces the maximum
range of the Sidewinder from 4.2 nm to 2.3 nm. In terms of actual sepa-
ration, by the time the missile hits, the target is reaching a point where
guns become an offensive option. In any case, the target will have ample
time to launch a missile of its own.
AIM 7M Sparrow
A pilot will receive a shoot-cue for the Sparrow when the target reaches
the missile's maximum range of 21.4 nm. If the target is going head-to-
head with the launching aircraft, the missile will have a flight time of 36
seconds. (This assumes a closure rate of 1,200 knots.)
During the time the missile is in flight, the two aircraft have closed
9.5 nm. When the missile impacts the target, the separation distance is
only 11.9 nm. This separation distance is reduced even farther if the tar-
get fails to take evasive action. If the target continues to bore in, the sep-
aration distance may be less than 10 nm.
range of the Sidewinder from 21. 4 nm to 9. 5 nm. In terms of actual sep-
aration, the target will be able to return fire if it is equipped with a radar-
guided missile. The 11 .9 nm separation is out of the range of most
enemy heat seeking AAMs. Because the Sparrow is an SARH missile, if
the target's wingman is present, the launching aircraft will be hard
pressed to engage it. The F-pole value could easily bring the second tar-
get to within the Sparrow's Rmin before launch.
AIM120A AMRAAM
A pilot will receive a "shoot-cue" for the AMRAAM when the target
reaches the missile's maximum range of 26.7 nm. If the target is going
head-to-head with the launching aircraft, the missile will have a flight
time of 45 seconds. (This assumes a closure rate of 1,200 knots.) During
the time the missile is in flight, the two aircraft have closed 11.6 nm.
When the missile impacts the target, the separation distance is only 15 .1
nm. This separation distance is reduced even farther if the target fails to
take evasive action. If the target continues to bore in, the separation dis-
tance may be as close as 13 nm.
range of the Sidewinder from 26. 7 nm to 11.6 nm. It is interesting that
though the AMRAAM has a 5.3 nm range advantage over the Sparrow,
the F-pole reduces it to only 2.1 nm. In terms of actual separation, the
target will be able to return fire if it is equipped with a radar-guided mis-
sile. Because the AMRAAM is a "fire-and-forget" missile, the launching
aircraft could have multiple missiles in flight. In this case, both the flight
leader and his wingman (if present) can be engaged and destroyed. The
simultaneous nature of the missile strikes would still leave over 15 nm
between the bandits and shooter.
Note that the figures quoted previously are only valid when the two
aircraft maintain a constant rate of closure. But smart pilots can use the
physics of F-pole to effectively increase the range of their missiles. If you
think about it, a missile's F-pole range can be increased by decreasing the
rate of closure after launch. This tactic is an effective one to use particu-
larly in head-on engagements.
The rate of closure will be high because of the nature of head-on
engagements. Don't worry. This works out better for the launching air-
craft in the long run. The faster the launching aircraft travels, the more
inertial force will be placed on the missile at ignition. Once the missile is
launched, the shooting aircraft should try to keep as much distance as
possible between itself and the target. To do this, the shooter should
slow down by opening the speedbrakes ("popping the boards"). By slow-
ing down, the launching aircraft increases the amount of time it takes
the target to close (increasing the separation distance).
Another method of effectively increasing the F-pole is to offset the
target by changing your heading after launch. Turn away from the target
at an aspect angle of 30 or more. Place the target off to the edge of your
radar display but be careful not to allow the target to disappear entirely
off the display. Ifyou lose the target offyour radar, a Sparrow missile will
fail to guide properly.
This tactic also increases the amount of time it takes an enemy air-
craft to bridge the F-pole gap. It is somewhat more risky, however. By
turning at an off-set, you are presenting a side aspect to the enemy's
direction of flight. If the target has a wingman, his job of converting on
your six is made easier.
Defensive Missile Tactics

Depending upon the level of difficulty, every enemy missile launched, be
it an AAM or SAM, demands your immediate attention. Treat each
enemy missile as a potential show-stopper. Even if it does not destroy
the aircraft instantly, the damage inflicted by one missile is enough to
force you to abort the mission. Therefore, when you hear your WSO
say, "Launch, launch," indicating an incoming AAM or "Mud launch"
for an incoming SAM, take it as a call to action. You must drop what-
ever you happen to be doing at the time and respond to this threat.
The primary way of dealing with missile attacks, both AAM and
SAM, is by avoiding them altogether. This is generally accomplished by
planning routes around major enemy airfields and SAM concentrations.
Your pre-flight briefing contains an intelligence report which outlines
the types of threats you'll be facing. Use the intelligence report along
with the theater synopsis contained in this book to spot where the dan-
gerous areas lay.
Passive measures such as avoidance and stealth are designed to keep
SAMs on their pads and fighters in their hangars. These measures are
not always effective, however. Sooner or later, it is inevitable that the
enemy will finally get a missile off the rail or an interceptor off the
ground. If this happens, the time for passive defensive measures has past.
It is now time to employ more active countermeasures.
The true test of a pilot is his ability to think under pressure. Person-
ally, I can't think of a more stressful situation than having a missile trav-
eling several times the speed of sound coming straight at your head. Talk
about pressure. Novice pilots tend to come completely unglued the first
time they are forced to deal with a missile threat. They panic, lose their
concentration, and make the missile's job of tracking them even easier.
A new pilot will immediately reach for the throttle, thinking that
speed will save him. This instinct is dangerous and will ultimately cause
him to become just another statistic. Here's what usually happens: The
novice pilot detects an incoming missile and decides that he needs more
speed to get away. He unloads the nose of the aircraft, fires up the after-
burner, and makes like a rocket for the ground.
Radar-guided
Missiles
AA-2
AA-6
AA-7
AA-10A
AA-10C
R530F
AIM-120
AIM-7
5 10 15 20 25
Nautical Miles
Heat-seeking Missiles
AA-20
AA-8
AA-108
AA-10A
q 14nm
AA-11
AIM-9
2 3 4 5
Figure 2.16 A Nautical Miles
comparison of missile
ranges. The AMRAAM
wins the range contest
hands-down.
A pilot who takes this approach usually doesn't get far. All that
speed is generated by heat, and excess heat makes escape from a heat-
seeker a difficult proposition indeed. A pilot who goes to afterburner just
makes himself a better target and ensures that his flares won't work.
Let's say the missile isn't a heater. The afterburner is still not an
effective defense against radar-guided missiles. A pilot using afterburner
is sacrificing his turning ability for straight line speed. Rather than try to
outmaneuver the missile, the pilot allows it to chase him thinking he can
outrun it. Forget it. Put any ideas about using speed to get away from
missiles out of your mind. You cannot outrun an AAM or SAM.
If speed won't allow you to escape, how does one defend oneself
against incoming missiles? Every pilot should have an SOP (Standard
Operating Procedure) for dealing with missile threats already devised.
Once a missile shows up on the TEWS, my friend, it is too late to start

thinking about how to defeat it. Time is short. You must begin to carry
out your plan of action immediately and not spend time thinking one
up. With a missile inbound, your career comes down to three choices: 1)
evasive maneuvering, 2) Electronic countermeasures, and 3) a combina-
tion of the first two choices.
Evasive Maneuvering
The Strike Eagle III instruction manual already has a section on how to
deal with missile attacks. In summary, it describes how pilots may put
geometry to work for them and use aspect angles to evade an incoming
missile. Basically, a pilot whose aircraft is targeted by an incoming mis-
sile must find a way to get inside the missile's performance envelope.
Although missiles are extremely fast, they sometimes turn like a
truck, especially the larger SAMs. They are vulnerable to evasive maneu-
vering of the type described for use in ACM. In a hard-turning, high-G
environment, the missile can be beaten. Because the closure rate is so
high, a pilot may only have time to perform one maneuver. If he is not
successful in throwing off the missile, chances are the pilot will not have
time to perform another.
As stated in the instruction manual, the best way to defeat an
incoming missile's tracking solution is to keep it at a 90 angle to your
direction of flight. Watch the small squares (indicating radar-guided
missiles) and turn so that they close on you down the 3/9 axis.
The TEWS display is invaluable for this purpose. When missile
defense becomes a priority, zoom the TEWS display down to a 10 nm
screen. Only the last 10 nm of a missile's flight are important to you in
terms of evasion. Combine this 90 aspect with an abrupt change in alti-
tude when the missile gets within 5 nm.
Of course, the best defense against incoming missiles is a combina-
tion of evasive maneuvering and electronic countermeasures.

The F-15E is equipped with a complete array of countermeasures to use
against incoming missiles, both AAMs and SAMs. The F-15 features its
own uniquely designed ECM system. It consists of two main compo-
ELECTRONIC
COUNTER-
MEASURES
nents: an AN/ALR-56 radar warning receiver (RWR pronounced "raw")
and a AN/ALQ-135(V) radar jammer. The AN/ALR-56 RWR detects
radar emissions and alerts the crew with audio/visual signals when a hos-
tile radar begins tracking the aircraft. In Strike Eagle III, the ALR-56 is
the device which triggers the [Al] and [SJ instrumentation lights. The
audio warnings "Spike" and "Spike Mud" with their corresponding
beeps are a result of the RWR as well.
The AN/ALQ-135(V) is an internally mounted radar jammer which
functions automatically to degrade an enemy radar's ability to track and
lock-on to your aircraft.
AN/AL0-135 (V) Jammer

The internal jammer is initially turned on by pressing Jammer Active
(QJ). A UJ instrument light appears in the cockpit when the Jammer is
active. Once active, the Jammer automatically counters any radar emis-
sions directed at the aircraft. It is not necessary to press the key each time
a radar lock is detected.
The Jammer is functioning only when the words lammer Active
begin flashing along the bottom of the TEWS. Otherwise the jammer is
in its own type of SNIFF mode stand-by. As soon as it detects a radar,
the jammer kicks in to defeat it. The problem is that while the jammer is
jamming, your EMIS state is that of a high intensity beacon in the night.
Using the jammer is a trade-off between missile defense and stealth.
The jammer is not 100% effective. Sometimes the enemy will get a
missile off the rail in spite of all the electronic noise you are putting out.
Once it becomes clear that a missile is tracking your aircraft, it's time to
start your evasive maneuvering. In addition, the prolific use of chaff and
flares should be part of all anti-missile countermeasures.
Chaff and Flares

Your F- l 5E has 18 separate bundles of internally stored chaff and 12
internally stored flares. These countermeasures are used to decoy incom-
ing missiles when the jammer and evasive maneuvering have failed. Each
time you press Chaff(@), a cloud of tiny metal strips is released which
serves to confuse enemy radar. The metal strips are pre-cut to a specific
wave-length. The initial speed of chaff as it is released behind a moving
aircraft affects the radar's ability to distinguish the real target. As the
cloud slows down and begins to drift, a pulse-Doppler radar is able to
gradually burn through the chaff.
A radar-guided missile will see the chaff as a target and move to engage
the cloud. If the guiding radar is able to pick out the real target among the
many false returns, the missile has a possibility of reacquiring you. While
the radar is making up its mind, you should be getting out of the area.
Each time you press Flares () a magnesium incendiary device is
released. This flare is designed to burn hotter than your aircraft exhaust.
The idea is to decoy an incoming heat-seeking missile away from your
aircraft. A flare burns for only a short time (5-10 seconds). Once a flare
burns out, the missile is free to reacquire a new target, so timing is
important. The new target may again be your aircraft if you have not
maneuvered out of its view.
Early model heat-seeking missiles like the AA-2 Atoll are far more
susceptible to decoy heat sources than later generations of missiles. The
Atoll (as well as early Sidewinders) had problems with tracking. Often
these missiles would lock-on to the sun and go ballistic. Likewise, sunlight
reflecting off the tops of clouds was enough to attract their attention.
Chaff and flares generally have no effect on missiles that are more
than 5 nm away. In the case of radar-guided missiles, you can use the
TEWS display to track their progress. Have your TEWS display set to a
10 nm screen. When an incoming missile is half-way across the display,
it is time to begin dumping chaff. If the chaff is effective, the small
square missile icon will disappear. Chaff is effective against all missiles
within this 5 nm envelope. You do not have to dump more than one
bundle of chaff if facing multiple missiles.
Heat-seeking missiles are harder to deal with because they do not
appear on the TEWS display. You do receive an audio warning, how-
ever. Since the range of most heaters is limited, begin kicking out flares
as soon as you receive the warning. Chances are very good that the
launching aircraft is within 5 nm or close to it. Remember that heating-
seeking missiles do not show up on the TEWS. You will have to judge
the distance of incoming heat-seekers visually using Pilot View ([E)).
Your supply of chaff and flares is very limited, so use them sparingly.
At the same time though, don't be shot down in an aircraft with chaff
and flares still onboard. It is never a good idea to trust ECM entirely. It
is always better to be maneuvering while dumping chaff and flares out
the back. Note that the three countermeasures are not interchangeable.
Flares have absolutely no effect on a radar-guided missiles and vice versa.

The F-15E is equipped with a single General Electric M61Al 20 mm
Vulcan gun mounted in the right wing-root. It is a 6 barrel Gatling-type
gun able to fire up to 6,000 rounds per minute or about 100 shells per
GUN COMBAT
110 F-15 STRIKE EAGLE III: THE O FFICIAL STRATEGY GUIDE
second. The weight of 1 second's worth of fire (100 rounds) equals 22

lbs. of lead. With only 512 rounds of ammunition onboard, the F-15E
can fire just over a 5-second burst before the ammo tray is emptied.
Players can place the M61Al gun in priority by pressing Guns (ITJ).
When the gun is placed "in priority," the aircraft's Master mode is auto-
matically changed to AA (Air-to-Air mode). The AA radar is automati-
cally placed in AUTO mode, bringing its maximum range down to 10
nm. The radar is not needed in order for a player to fire on a target, but
when placed in AUTO mode the target is usually "locked" by default.
All that's required is that the gunsight be positioned on the target when
rounds are fired.
In the HUD, a Lead Computing Optical Sight (LCOS) gunsight
appears. The gun reticle appears to float because of the manner in which
an on-board computer calculates lead trajectory. The shells will strike
where the reticle happens to be when the gun is fired. A pilot does not
have to figure out complicated lead equations; the gunsight does that for
him. To fire the guns, a player just has to press Joystick button #1 or
Fire Guns ([Enter)).
In Authentic mode, the gun has an effective range of .6 kilometers.
It is made for close in work, to say the least. The gun should never be
the primary means of scoring a kill but as a backup weapon it is perfect.
This pitifully short range of effectiveness is actually a benefit. It is the
only weapon which gets more effective at close range. With a minimum
Figure 2.17 The Lead

Computing Optical
Sight (LCOS) is a gun
reticle which appears
to "floaf' across the
HUD. Here an F-16
has managed to slide
off the pipper.
range of zero feet, the gun is the only weapon available that can operate
well within the Rmin range of most missiles.
Gunfire has an instantaneous effect (or close to it) on the target.
Rather than having to wait up to half a minute for a missile to hit,
20mm shells begin striking your target in milliseconds. This feature cues
down on a target's ability to escape.
There are two factors which influence the relative effectiveness of an
aircraft's gun: 1) the rate of fire; and 2) the penetrating and explosive
power of the round being fired. Usually the two factors are at odds with
each other. Larger-caliber shells, those with more mass and penetrating
energy, have lower rates of fire. In other words, guns which fire smaller
bullets can fire them faster.
In Strike Eagle III, your F-15E is equipped with a single 20mm gun.
Soviet-made aircraft you encounter are packing either a 23mm or 30mm
gun. The French-made DEPA guns found on Kfirs, F-ls, and Mirage
Ills are also 30mm. A cursory look at these weapons is enlightening and
well worth remembering when engaged in combat.
The 20mm gun carried by the F-1 SE has a higher rate of fire than
the opposition. The shells are leaving the gun more quickly and are trav-
eling at a higher individual velocity. Therefore, even though there will be
more individual shells striking in the target area, the pattern of disper-
sion will be tight. (Many bullets will be striking the same point in rapid
succession.) With more rounds being placed in the target area, the
chances of scoring a hit with a 20mm gun are greater when compared to
a larger caliber gun. Bur because these rounds are relatively small, they
often lack the kinetic punch necessary for penetration.
The opposition's big 23mm and 30mm guns have no such problem.
The larger caliber packs an enormous punch even though the round is
traveling slower. These rounds are not so much concerned with pene-
trating a target as they are with just knocking it down. Their pattern of
dispersion is greater because the rate of fire allows too much time to
elapse between firing cycles. There will also be fewer of these rounds in
the target area to score potential hits.
To summarize the differences, the faster firing bur smaller rounds
of the F-15 have a better chance of hitting the target but a lesser chance
of scoring a kill. The enemy guns are completely opposite; they have
less of a chance of hitting you but have a greater potential for scoring a
fatal hit.
There is an ongoing debate which continues to be waged among the
military analysts at MicroProse. There is one school of thought that
believes it is better to use the element of surprise to fire missiles rather
Figure 2.18 Aspect

and deflection angles
than use it to achieve a superior gum-kill position. Those who adhere to

this line of thinking contend that a missile should be launched as soon as
you reach its Rmax. Surprise should only be used to reach this position,
and once the missile is launched, surprise is no longer important.
There is a second group who believes that surprise is the critical fac-
tor in any engagement. An attacker has a better chance for victory the
longer he can preserve the element of surprise. Rather than launch a mis-
sile from a distance, this group maintains that it is better to use surprise
as a means of closing in for a guns kill. Furthermore, if at any time the
attacker is discovered, he can always launch a missile. But as long as he
can close in undetected, the attacker should use this surprise to achieve a
"guns kill."
My personal opinion is that the argument can be reduced to a simple
question. Is it better to open fire with an AMRAAM from 26 nm or with
guns at point blank range? I think the answer is clear.
Offensive gun tactics revolve around the use of BFM to close on and
engage the enemy. They have not changed since WW I. The ideal situa-
tion for a fighter pilot remains reaching a position where you can direct
fire on an enemy where he cannot return your fire. The best firing posi-
tion is to shoot at a target along his line of flight from a tail aspect. Not
only are more of your rounds likely to hit the target along the grain, the
target is unable to shoot back.
The next best firing position is a deflection shot (firing from a rear
quarter). These shoes are far less likely to score hies because, unlike a tail-
aspect shot, both the firer and target are moving relative to each other.
Since the line of fire in a deflection shot runs against the target's grain,
fewer bullets have a chance to hit. Like a child running between rain-
drops, deflection shots unwillingly allow a target to fly between the
bullets.
I'd like to take this time to relate a personal experience under the
heading-"Don't let this happen to you."
As a young 1st Lieutenant, early on in my Strike Eagle III
career, I found myself caught up in a BFM engagement which
nearly cost the taxpayers a very expensive aircraft.
My WSO and I had just completed a strike mission on the
port facilities located south of Panama City. The GBU-15s I
had been carrying worked exactly as advertised. I was pleased to
see massive explosions and secondaries erupting up from the
docks. As we rolled out of the delivery profile over water, my
WSO broadcasted the <Primary Achieved> message.
It had been a very successful mission up to that point. On
the way in, I had downed a Kfir with a Sidewinder north of
Colon. Both my Primary and Secondary targets in Panama had
been destroyed and despite some heavy triple-A at times, we
remained undamaged. But because the GBU-15 data-link took
up the centerline station where normally an external tank would
hang, fuel was becoming an issue. We were rapidly approaching
"bingo fuel" and still had a long way to go.
Anxious to get home, I hastily put the aircraft in a high-G
right turn in order to get lined up with the heading caret. But in
doing so, I had let my airspeed drop. The aircraft was now fly-
ing low over the water and only traveling around 200 knots.
Figuring it was going to be awhile before my airspeed built back
up, I rolled level and started looking around.
Just as I came out of the turn, my WSO informed me that
he had a visual on a bandit about 10 nm off our left wing. It was
an A-37 Dragonfly taking off from the island airfield south of
Panama. This was somewhat surprising. We had been led to
believe that the airfield was inactive.
Recovering from the initial shock, I had two choices open
to me. My first option was to ignore this little upstart, let my
airspeed build, and head for home. Even without afterburner,
the F-15E could simply walk away from a Dragonfly at any
given altitude. This would have been the safer and more sensible
course of action.
But, throwing caution to the winds, I decided in favor of
my second option which was to turn into him and attack-not
a particularly smart move even for a 1st Lt. I was confidently
chalking up another victory to add to my collection of kills as I

brought the nose of the aircraft around.
Overconfidence almost became my undoing. I was down to
my last two Sidewinders and unwilling to use them against a
lowly Dragonfly. As the range between us rapidly decreased, I
opted for a standard BFM engagement and maneuvered for a
"guns-only" kill. Mistake number two!
At a distance of 2 miles, I pitched the nose up and went ver-
tical, knowing the Dragonfly would be unable to follow. Watch-
ing as he flew by underneath, I hit the speed brake, rolled
inverted, and held the stick back until I was pulling into his
"six." So far, so good. It would be a classic guns engagement.
The enemy pilot was a good one, however, and had antici-
pated my move after seeing me go vertical. Just as the nose of
my aircraft was coming down and my airspeed going up, the
Dragonfly slowed dramatically. I now knew he had outfoxed
me. He had forced me into a position where I was going to
overshoot and I was unable to prevent it.
In desperation, I took a snap-shot which had little chance of
success. Tracers danced all around the Dragonfly but none man-
aged to score a hit. Lighting the afterburner, I was determined
to get quickly out of the range of his guns. As I flew past him, I
remember crouching down in the cockpit, instinctively trying to
make myself as small a target as possible. Silly, I guess, but
everything was moving as if in slow motion. Trying to jink, I
pictured what my aircraft must look like caught in the middle of
his gunsights. I didn't have long to wait. Very soon after passing
in front of the Dragonfly, the sky lit up with tracer fire.
Boom ... Boom ... Boom. Raked at close range by 7 .62
mm rounds, the aircraft shuddered as system after system was
knocked out. Caution lights began illuminating the rear seat in a
yellowish glow that could only mean major trouble ahead. For-
tunately, I had built up enough energy to carry me out of the
effective range of the enemy's miniguns.
Thoroughly humiliated, I used what little speed my remain-
ing engine could muster to disengage from the battle. There was
no longer even a question of re-engaging. Taking stock of the
damage, it soon became apparent that I'd be lucky to make it
back to base. With one engine and most of my NAV aids gone,
I was forced to use visual pilotage backed up by co-ordinates
provided by the Upfront Controller to make it home.
Needless to say, my unfortunate encounter with the A-37 has been

the cause of many good-natured jokes, all at my expense. The lesson I
took away from this embarrassing experience was never to underestimate

an opponent nor let overconfidence affect good judgment. Most impor-
tantly, never use guns to achieve a kill when missiles are available. Any-
time you get close enough to use guns on an opponent, you run the risk
of him turning the tables on you.
Defensive gun tactics are simple. All you have to do is avoid the Y2
nm area in front of your opponent. This is a very tiny area to stay out of
and should be fairly easy. If this is so, why is it so difficult? Why do so
many pilots have trouble keeping from getting shot down by enemy
gunfire?
The answer is surprise. Offensive gun tactics are only successful
when combined with the element of surprise. To defend against a gun
attack, one needs only to use good BFM and keep from being surprised.
116
CHAPTER
Air-to-Ground Combat
3
Ever since the aircraft was first used for military purposes in World
War I, strategists have been intrigued by the idea of dropping
things on troops or targets below. In 1915, early flyers even took
to throwing bricks at each other, trying to cause damage to their
opponents' aircraft in flight. Steel darts and other such objects
were released over the trenches in order to harass enemy soldiers.
Gradually, the sophistication of Air-to-Ground operations
improved. Artillery and mortar shells replaced darts and bricks
and were fitted with fins to make them more aerodynamically
stable. Improvised bombs racks appeared on the sides of some
aircraft but in most instances, the pilot or observer simply threw
them from the cockpit.
Naturally, any time something is dropped from an aircraft,
graviry takes over to ensure that it will land somewhere below.
Judging exactly where an object dropped from an aircraft will
land is difficult. Gravity and forward momentum make it possi-
ble to estimate approximately where an object will hit, but many
other factors are involved. Altitude and air density play an
important role, so do air temperature and humidity. Don't for-
get about wind direction and wind velocity, either.
By 1945, the pin-prick raids of WW I had been dwarfed.
The magnitude of strategic bombing reached a level where on
any given day, a 1,000 or more four-engined bombers could be
found over a target. Streams of bombers, 75 miles long, were a
common sight over central Europe in the closing days of the war.
Manually operated bombsights proved to be the most effec-
tive means of delivering bombs on a target in WWII. Even these
were not truly effective. Luckily, accuracy was not that impor-
117
tant. For the most part, bombs were to be dropped within a large target
area rather than any specific point. With a thousand aircraft all dropping
bombs over an area, specific factories or individual buildings were bound
to be hit, or so the theory went.
Actually, most bombs dropped in WW II missed their targets and
by wide margins. Bombsights were good and getting better but dropping
unguided munitions proved to be wildly inaccurate. It would take many
bombs, in some cases many raids, to achieve a sufficient level of target
damage.
Bombing accuracy improved dramatically with the advent of comput-
ers. The ability to make many high speed calculations overcame the limita-
tions of the manual bombsights. But it wasn't until the Vietnam War that
laser technology produced guidance systems that could cut down on the
numbers of bombs and bombers needed to accomplish a mission.
The case of the infamous Paul Ooumer and Thanh Hoa bridges in
North Vietnam showed what just a few so-called "smart bombs" could
do. For years, USAF and USN pilots had laid siege to these two bridges.
Hundreds of sorties with conventional bombs produced only mixed
results. When President Nixon lifted the ban on bombing in 1972, U.S.
aircraft went to work on the bridges with a new generation of laser
guided bombs. The experimentation with these "smart bombs" proved
so successful that dropping bombs would never be the same again.
Air-to-Ground combat is what this simulation is all about. Despite
all the excitement that's involved in conducting BFM, the F-1 SE was
specifically redesigned to "beat the mud." When you sit down in front of
your computer to play Strike Eagle Ill it doesn't matter if you're the
next Eddie Rickenbacher, Robin Olds, and Randy Cunningham all
rolled into one. If you can't skim the ground at several hundred miles an
hour and put a bomb on target in one pass, you better start flying some-
thing else. The F-1 SE is an all-weather precision strike-fighter. The
whole point of adding a second seat to the aircraft was not so you can
play "Red Baron" and have your own cheering section. Keep in mind
the real purpose for being in the cockpit. Air-to-Air engagements may be
more fun but dropping bombs is what brings home the paychecks.
The following section is a more detailed summary of Air-to-Ground
operations than what provided in the instruction manual. It outlines a
simple step by step approach to the bombing sequence from start to fin-
ish; how to designate targets, choosing a method of delivery, and finally
which ordnance works best against which rypes of targets.
CHAPTER 3: AIR-TO-GROUND COMBAT 119
Before the F- l 5E can release ordnance with any hope of scoring a hit, TARGET
the target must first be designated. Just as the radar must "lock-on" to DESIGNATION
an airborne target prior to launching an A.AM, the same principle
applies to attacking ground targets. Even when using unguided muni-
tions, certain delivery modes require that the target be designated.
The Strike Eagle is equipped with the hardware to allow for a num-
ber of different designation methods. Generally, depending on the spe-
cific type of ordnance, a crew has an option of which method it prefers
using. There is a significant amount of overlap in case a backup means
of target designation becomes necessary.
For example, since the Strike Eagle is an all-weather aircraft it is
expected to perform missions equally well during periods of low visibil-
ity (cloud cover) and no visibility (night). Therefore, it needs to have
alternate designation system ready to take over in case the primary
method of designation is degraded. The heart of the Strike Eagle's abil-
ity to attack ground targets are the two pods which make up the
AN/AAQ14 LANTIRN (Low Altitude Navigation Targeting lnfraRed
For Night). The LANTIRN pods contain "passive" targeting systems
which do not emit detectable radiation. Unlike the AN/APG-70 radar,
use of the LANTIRN pods allows you to maintain a stealthy profile
while acquiring ground targets especially at night.
Optical systems are less effective at night, so the FUR is used
instead. Low-lying clouds (or smoke) have a tendency to obscure targets
and render laser systems less effective. In this case, the AN/APG-70
radar is used to produce a photo-quality image of the target. Radar des-
ignation is hardly affected by either clouds or smoke.
The speed and ability to designate targets is what makes your WSO
worth his weight in fuel. Many players find this aspect of the simulation
so challenging that they prefer to sit in back and leave the driving to
someone else. The key to becoming proficient as a WSO is to anticipate
the front seater's directions and develop easy-to-remember designation
routines.
The following section outlines step-by-step what is required to des-
ignate a target using each of the available methods. These instructions
assume that all applicable Reality options are set to Authentic mode. It is
recommended that players use the Front/Back Seat ([']) to direct all
ground targeting from the WSO' s seat. Having four MP Os in view at
the same time makes targeting much easier than trying to do everything
from the pilot's seat.
Real Beam Map/High Resolution Map Designation

Most of your target designation should be done using the Real Beam
Map/High Resolution Map method. This system of target designation
utilizes the AN IAPG-70 synthetic aperture radar to produce photo-
quality map images. The RBM has a range of 80 nm which far exceeds
the range of other methods. In addition, the RBM is not affected by
either clouds or darkness.
The RBM displays a radar image which pinpoints all the eligible tar-
gets within the beam. The WSO can direct that an HRM be made of
any specific target or area of interest. Targets can then be designated
directly off the HRM image. In Standard mode, maps could instantly be
made of any area on the RBM. Authentic mode forces you to adhere to a
more realistic set of mapping parameters.
Because of the way pulse-Doppler shifts generate radar returns, a
mapping "Blind Zone" exists directly in front of your aircraft. Clicking
the left mouse button (hereafter known as lmb) will be met with a Blind
Zone message on the RBM screen. Therefore, when mapping, approach
the target from an off-set angle of at least 30. This also cuts down on
the amount of time it takes to make the map. Large off-set angles create
maps in shorter periods of time. The delay time is shown in the HRM
screen as a countdown in seconds.
HRMs can be produced in a number of different scales. They start
with mammoth 40 nm maps which lack specific detail, down to a very
high resolution map of .67 nm. The size of the maps (Display Windows)
you wish to create are limited by the range between your aircraft and the
desired area. Highly detailed maps require the target area to be closer to
your aircraft, as noted on page 94 of the instruction manual. These
range restrictions are repeated on the Key Reference Card. Clicking the
lmb out of the parameters set by the range restrictions will be met with a
OW Range Limit message on the RBM screen.
The altitude at which your aircraft is traveling also affects your abil-
ity to produce HRMs. Altitude restrictions are located on page 92 of the
instruction manual and repeated again on the Key Reference Card. The
maximum range of the RBM is automatically scaled back to account for
altitude. It does not automatically increase the REM range. You must do this
Figure 3.1 The Real manually.
Beam Map/High The purpose of the HRM is to enable the WSO to precisely desig-
Resolution Map system nate targets directly from this image. The photo-quality of the radar pic-
is one of the most
effective means of ture allows for very accurate targeting. It even allows the WSO to
target designation.
designate multiple targets off the same image. Actual target designation
is made from the HRM and not the RBM. The RBM only exists to pro-
duce HRMs.
Step 1: Switch your aircraft's Master mode to AG (Air-to-Ground) by
pressing the Master Mode Toggle (lli1j). The MPD default screen
settings in the back seat cockpit should be MPCD #4; HUD
Repeater, MPD #5; HRM, MPD #6; RBM, MPCD #7:
ARMT.
Step 2: In order to use the RBM/HRM designation method, the radar
must be taken out of SNIFF mode (i.e. turned On). Once the
radar is turned on, terrain features show up as varying shades of
light and dark. Targets show up as tiny bright dots. With
experience, WSOs can distinguish certain target rypes by the
way the target dots are arranged.
Step 3: Although you can map any area on the RBM display, your
Primary and Secondary targets are marked with bright
triangles. To make an HRM, use your mouse to move the
crosshair or X symbol over the desired area or target triangle
you wish to designate.
Step 4: In order to change the map scale, you first ensure that the
MPD you are using is "in command." Press [~J and MPD #
simultaneously. Four small vertical tick marks at the bottom of
the screen indicate that the display is "in command." Set the
HRM to the map scale you desire by pressing Zoom In/Out
View ([I] or IBJ). A tiny box outline appears on the RBM.
This is the area that will be included in an HRM taken at
this scale.
Step 5: The mouse cursor (white arrow pointer icon) turns into either a
crosshair or an X symbol when moved across the RBM display.
A crosshair means that the HRM you wish to make is within
mapping parameters. If instead of a crosshair, the mouse cursor
becomes an X symbol; then the area you wish to map is out of
the necessary mapping parameters.
Step 6: When the crosshair is superimposed over the target triangle (or
any area you wish to map) , click the lmb. Clicking the lmb while
the mouse cursor is an X displays the parameter restriction
causing it to be out of parameters. If the HRM is within
parameters, a map is made of the area you designated. After the
required production delay period (which appears as an on-screen

countdown) the new HRM is displayed on the appropriate
MPD. In this imtance, the MPD being used is #5.
Step 7: Check to see whether the HRM you just created contains the
specific target or target area you desire. If it does not, go back
to Step 3 and start the process over.
Step 8: If the newly created HRM does contain the target area you
desire, you may begin designating targets right away. If,
however, more detail is necessary for accurate targeting, further
refinements can be made by making new smaller scale HRMs
of the same area. HRMs can be set to any map scale you desire
by pressing Zoom In/Out View(~ or [KJ).
Step 9: Clicking the right mouse button (hereafter referred to as rmb)
designates other targets on the same HRM image. Note that
while only one target can be designated at a time, the same
HRM image can be used to designate other targets without
having to make a new map.
A mouse device is strongly recommended when using the
RBM/HRM system. It makes things go much quickly and allows for a
flexibility that doesn't exist when only using keyboard commands. How-
ever, for those of you out there that do not have access to a mouse, key-
board commands can still be used to designate targets using this system.
When using the keyboard, WSOs can cycle through all the eligible
ground targets on the RBM by pressing Designate Target (I Backspace J).
The display must still be "in command" HRMs can be made of these tar-
gets by pressing Lock Target (OJ) .
FUR Designation
The F-15E's FLIR (Forward Looking lnfraRed) is contained in the
AN/AAQ-14 Targeting Pod which hangs underneath the left engine.
The FLIR is a "passive" optical system which can detect heat emanating
from an object. For example, the FLIR was used at night to spot tanks in
the desert. Because metal cools more slowly than the surrounding ter-
rain, the FLIR is able to easily distinguish armored vehicles against the
cooler background.
The FLIR is actually a backup designation system because of its lim-
ited range (10 nm). It is automatically aimed at points on the ground
designated by any of the other designation methods (RBM/HRM, HUD
CHAPTER 3: A.IR-TO-GROUND COMBAT 123
TD, etc.). For example, the RBM is used to designate a target. The FLIR
is then automatically pointed at the target as well. With the FLIR locked
on the target, the radar can be placed in SNIFF mode to cut down on
energy emissions (EMIS state).
The most practical method for aiming the FLIR is by using the
HUD TD to designate targets. Both the HUD TD and FLIR have the
same approximate range limitations. Therefore the two systems can be
made to complement each other if the pilot is a sharp operator.
Step 1: Switch your aircraft's Master mode to AG (Air-to-Ground) by
pressing the Master Mode Toggle(~). The MPD default screen
settings in the front seat are MPCD #1: RBM; MPD #2:
TEWS; MPD #3; FLIR.
Step 2: Change MPD #2 to display the FLIR screen and change MPD
#3 to display the TEWS screen. Press IShift I plus the MPD #
simultaneously until the desired screens appear on the proper
MPD. Now that you have swapped these two displays, the pilot
can designate targets through the HUD and see the FLIR
image instantly without having to continually look down.
Step 3: The FLIR defaults to a wide field of view. The magnification
can be increased by switching to a narrow view. First, place the
FLIR screen "in command" by pressing [Alt] plus MPD #
simultaneously. The screen can now be focused in to the
narrow view by pressing Zoom In View(~).
Step 4: If a mouse device is available, it can be used to redesignate the
FLIR view. Use it to move the crosshair cursor to any point on
the FLIR screen. Clicking the rmb redirects the FLIR view so
that it is now centered on the new point. This is a good way to
ensure a direct hit. The FLIR can direct weapons more
accurately than other methods.
A mouse device is strongly recommended when using the FLIR sys-
tem. However, when using the keyboard, pilots and WSOs can cycle
through all the eligible ground targets within the FLIR' s view by pressing
Designate Target (I Backspace J) . The display must still be "in command "
Optical Target Designation

Optical designation of targets usually lacks the precision of radar or
FLIR designation methods. The major benefit of optical designation is
that it is fast and easy to use. There is no delay time involved in produc-
ing an image, and everything can be performed by the pilot through the
HUD. Being a "passive" system like the FUR, optically designating your
targets does not reveal your presence to the enemy.
Optically designating targets does have drawbacks, however. The
pilot must visually spot the target, which limits this method to dear
weather and daylight operations. It is also limited by the pilot's LOS and
the range of the human eye.
There are two methods of optical target designation; using the
HUD Target Designator (TD) diamond and the HUD Pipper method.
Both of these methods must be performed by the pilot through the
HUD. In the case ofthe HUD TD, a mouse device is required.
HUD Target Designator (TD)

Step 1: Set the aircraft Master mode to Air-to-Ground (AG) by
pressing the Master Mode Toggle(~).
Step 2: Move the mouse cursor across the HUD. As the cursor moves
within the HUD, it changes into a small green diamond icon.
This diamond icon is known as the Target Designator (TD).
Step 3: To be eligible, a target must be visible through the HUD.
Position the TD on the target and click either the left or right
mouse button. Instantly, a Displayed Impact Line (DIL)
appears on the target
Step 4: Targets can be changed instantly by merely moving the TD to
a new location on the HUD and clicking either mouse button.
HUD Pipper Designation

If the RBM/HRM displays are not "in command," the pilot (only) can
use the HUD Pipper method of designating targets. This method is not
unlike the Boresight method used to designate airborne targets. The
drawback is that it requires the aircraft to be pointing directly at the tar-
get at the time of designation.
Step 1: Set the aircraft Master mode to AG (Air-to-Ground) by
pressing the Master Mode Toggle(~).
Step 2: Point the aircraft so that the Waterline Mark symbol is
positioned over the desired target and press Designate Target
(I Backspace I). A Displayed Impact Line (DIL) then appears on
the target.
Step 3: New targets may be selected by repositioning the Waterline

Mark and pressing Designate Target ([Backspace)) again.
~
The first section was an in-depth look at the different methods of target DELIVERY
designation. This second section is a look at the various ways in which
METHODS
ordnance is delivered to a target. The accuracy of ordnance delivery
ranges from the inaccurate TLAR (That Looks About Right) method to
the highly touted "smart bombs" showcased during the Persian Gulf war.
Guided Delivery
Guided delivery is the easiest of all delivery methods for an F-15 crew to
use. Why? Because neither the pilot or WSO is required to do much more
than push a button; the bomb does all the work. Guided delivery makes
use of computerized guidance systems onboard the weapons themselves. It
is used to launch such self-guiding weapons as the AGM-65 Maverick,
Harpoon, SLAM, and GBU-15. Tactically, when it comes to these partic-
ular weapons, the F-15E is little more than a bus, driving chem to work.
The aircraft's only purpose is to serve as a platform for launch.
By definition (and in practice) self-guiding weapons are "fire and
forget." Once the target is designated and brought within the weapon's
constraints, after launch the weapon guides itself to the target without
further help from you. These weapons are not only "smart, " they are
brilliant.
A large stand-off range is a feature that is common to all of these
weapons. This allows the launching aircraft to attack a target and yet
remain out of the reach of its defenses. In most cases, the target is not
even aware that it is under attack until it is too late.
Step 1: Be sure that the aircraft has been placed in AG (Air-to-Ground)
mode and that a ground target has been designated. To take
advantage of the weapon's stand-off range, the RBM/HRM
procedure for designating targets is usually used.
Step 2: Check out the designated target information. Directly beneath
the altitude indicator box on the right side of the HUD, the
Ground Range to Target (G) is displayed in nautical miles.
Direccly beneath this range information, the Time to Ground
Target (TTGT) is displayed in minutes and seconds.
Figure 3.2 The

Guided Delivery
mode HUD
Step 3: Place the desired ordnance "in priority." Weapons are placed in
priority by pressing the number key ([Ij to (]]) corresponding
to the weapon's station. On the ARMT MPD screen, a box
appears over the weapon station that is currently in priority.
For example, SLAM missiles are usually loaded on the wing
stations. The left and right wing stations can be placed "in
priority" by pressing ([Ij or(]]) . See the Key Reference Card
summary.
Step 4: Turn the aircraft on a direct heading toward the designated
target. Guided weapons require that the aircraft be pointed
within a few degrees of the target's bearing. Generally, when
the TD diamond and Azimuth Steering Line (ASL) are visible
in the HUD, the aircraft is within launch parameters.
Step 5: Continue to fly the aircraft toward the designated target. Line
up your aircraft's heading on the ASL. When the target falls
within the weapon's Rmax, the word Guided appears in the
lower right of the HUD underneath the TTGT information.
On the FLIR display, the words In RNG (in range) also
appear.
Step 6: The word Guided on the HUD or In RNG on the FLIR
indicates that the weapon is within launch parameters, has
acquired the target, and is ready to be launched. Upon receipt
of these release cues, press the Pickle button (I Spacebar]) or
joystick button #2 to fire the weapon.
Step 7: After launch, the aircraft is free to maneuver. No further action
needs to be taken. The crew now only has to sit back and enjoy
seeing the Target Destroyed prompt.
Lock-After-Launch
The GBU-15 and AGM-84E SLAM have an additional feature which
allows the launching aircraft to retarget them after they have been fired.
These weapons have onboard optical sensors which are connected to the
F-15 via a data-link. Targets and aiming points are changed by using the
FLIR display screen.
Step 1: Toggle one of the back seat MPDs to the FLIR display screen.
As previously described, when the words In RNG appear on the
FLIR screen, the weapon is ready to be launched.
Step 2: After the weapon is released, the FLIR view perspective
changes. The FLIR screen is no longer a view from the aircraft's
LANTIRN pod. It is now a view from the weapon in flight.
Step 3: You may change the field of view from narrow to wide (and
vice-versa) normally using Zoom In/Out View (ml@). The
point of impact can be changed by moving the crosshair to a
new spot on the FLIR screen. With practice, a SLAM can be
flown in circles by leading it around with new impact points.
Unguided Delivery
Despite taking a back seat to "smart bomb" technology, the fact remains
that the vast majority of bombs dropped during the Gulf War were not
smart at all. Nearly 80% of the bombs dropped in the KTO were garden
variety iron bombs not much different from those dropped in WW II.
These iron bombs are sometimes called "dumb bombs" because they
are unable to guide themselves or be guided to a target. These free-fall
bombs are "fire and forget" also, but with one big difference. When
released, they will follow a trajectory prescribed according to the laws of
nature. In this respect, once you fire them, you may as well forget them.
No further corrections can be made.
Unguided delivery doesn't mean just "best-guessing." The pilot and
WSO can call upon a number of computers to assist them with the nec-
essary calculations. There are two principal modes of operation when
delivering unguided munitions; AUTO and CDIP mode. The mechan-
ics of these two modes are essentially the same. CDIP, however, is much
more suited to dropping bombs on targets of opportunity. It allows for
greater flexibility and faster response.
AUTO Mode
AUTO mode takes all the guess work out of dropping bombs. Onboard
computers take over the actual release. All that is required of a pilot is
that he line up with the ASL and fly a straight heading. 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.
mode and that a ground target has been properly designated.
Activate AUTO Bombing mode by toggling Bombing mode
([Shift)@)). When AUTO mode is active the word AUTO
appears underneath the target information at the bottom right
of the HUD.
Ground Range to Target (G) is displayed in nautical miles. On
the next line the Time-to-Release (TREL) is displayed in
minutes and seconds.
priority by pressing the number key ((IJ to@) corresponding
stations. The left and right wing stations can be placed in priority
by pressing ((]] or@). See the Key Reference Card summary.
Step 4: Line the aircraft up with the Azimuth Steering Line (ASL)
which extends up from the target designator.
Step 5: Keep your eye on the TREL. When the Time to Release
Figure 3.3 The AUTO

Delivery mode HUD
(TREL) reads 10 seconds or less, a horizontal bar gradually

drops down the ASL toward the target reticle. Hold down the
Pickle button ( !Spacebar]).
Step 6: The bar is a release cue. When it reaches the center of the target
reticle and the TREL reads 0.0 seconds, the ordnance is
automatically released. Only after you hear the weapons release
do you let up on the spacebar.
CDIP Mode
CDIP (pronounced See-Dip) stands for Continuously Displayed Impact
Point. Like AUTO mode, CDIP is used to deliver unguided free-fall
bombs. It is a manual delivery system that leaves the decision of when to
release up to the pilot.
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. Also, 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, accuracy depends entirely on the pilot. It requires
practice to get good at using this method.
mode and that a ground target has been properly designated.
The default bombing mode is CDIP. Otherwise, activate CDIP
bombing mode by toggling Bombing mode ((Shift)@)). When
CDIP mode is active, the word CDIP appears under-neath
target information at the bottom right of the HUD.
priority by pressing the number key (@] to (fil) corresponding
statiom. The left and right wing stations can be placed in priority
by pressing ({l) or{)). See the Key Reference Card summary.
Step 3: Check out the designated target information. CDIP does not
require a designated target, but it can always be used against
one. Directly beneath the altitude indicator box on the right
side of the HUD, the Ground Range to Target (G) is displayed
in nautical miles. On the next line, the Time-to-Release
(TREL) is displayed in minutes and seconds.
+
5 .._.... .. .. .. I 5
..,.f:... "
15 .015
Figure 3.4 CDIP
Delivery mode HUD
Step 4: The target reticle indicates the point on the ground that bombs
would hit if they are released at this moment. When the desired
target is within the target reticle, press the Pickle button
(I Spacebar J).
Laser Delivery Mode

Laser delivery is used in conjunction with either AUTO or CDIP deliv-
ery methods. It is particularly useful at night when other optical systems
are less effective. The Laser designator is generated by the LANTIRN
pod. The FLIR, which is also part of the LANTIRN pod, gives you
launch cues when the target is within range. Because the laser guided
GBU-lOs and GBU-12s are not powered, the range of laser delivery is
limited to the glide distance of the bombs.
Laser delivery is simply a matter of placing the designated target in
the frontal arc of your F-15. The HUD and Targeting FLIR both pro-
vide visible launch cues. Laser delivery requires that you continue to
"lase" the target right up until it impacts.
Master mode and that a ground target has been properly
designated. The default Bombing mode is CDIP but Laser
delivery can be used with either CDIP or AUTO modes. The
target reticle can be ignored when using laser delivery in CDIP
mode. The ordnance is guided to the target by the laser and not
by the CDIP impact reticle.
Step 2: Place the GBU-10 or GBU-12 laser guided ordnance "in
priority. " Weapons are placed in priority by pressing the
number key(@] to [ID) corresponding to the weapon's station.
On the ARMT MPD screen, a box appears over the weapon
IMPORTANT: Your F-15E must continue to "lase" the target until

the GBU-10 or GBU-12 impacts. These weapons have a terminal
velocity of approximately 400 knots. If your aircraft's airspeed is
faster than 400 knots, 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.
Figure 3.5 The
LANTI RN Pod FUR
station that is currently in priority. See the Key Reference Card

summary.
Ground Range to Target (G) is displayed in nautical miles. On
the next line the Time-to-Release (TREL) is displayed in
minutes and seconds.
Step 4: When the designated target is within firing criteria, LASE
appears at the top right side of the FUR display screen. A
flashing L in the lower-right corner of the FUR screen. A Laser
Diamond is superimposed over the Gun Cross at the top of the
HUD. When the designated target is within firing criteria, this
diamond begins flashing. All of these release cues indicate that
the laser designator is currently painting the target.
The first two sections of this chapter dealt with target designation and ORDNANCE
methods of delivery. Even though a target may be properly designated
CHOICES
and the munitions score a direct hit, the target may escape damage if the
ordnance is ineffective. Therefore, it is important to tailor your bomb
load to match your intended target carefully. Nothing is worse than get-
ting all the way to the target only to find out the ordnance you have on
board can't destroy it. Urban targets protected by heavy triple-A may
require you to utilize stand-off ordnance. For example, there is no reason
to brave the ground fire coming up from Baghdad rooftops. Using a
laser-guided glide bomb, a target can be hit while you remain out of
reach. Powered ordnance such as SLAMs, Harpoons, or HARMs allow
you to attack with relative impunity.
If your target is a tank group dispersed in the desert, it is better to
use an area munition like a Mk 20 Rockeye or CBU-87. These bombs
spread submunitions out over a wide area, so accuracy is less important.
Figure 3.6 An Eagle

being prepared for its
next mission. They can be used quite effectively with pop-up maneuvers since pop-up
deliveries give pilots little time to aim properly. Known by the slang
term "throwin' rocks," delivering Rockeye munitions is most effective
against vehicles in tactical formations. When a target is a single vehicle
or hardened structure, it is better to use a Maverick. The powered Mav-
erick missile allows for pinpoint accuracy from stand-off distances. It is a
self-guiding "fire-and-forget" weapon, so any number of these weapons
can be rippled off without delay.
Unguided Weapons
Unguided weapons are otherwise known as "dumb bombs" because they
are essentially just a load of iron in free-fall. These weapons simply fall
off the aircraft when released and hit the ground according to the laws of
gravity. Despite all the attention paid to the more exotic weapons, these
munitions still comprise the vast amount of bombs dropped in wartime.
They are inexpensive (compared to the others) and easy to maintain once
in the field.
l---------40 Figure 3.7 The Mk. 82

general purpose bomb
Mk. 82 General Purpose Bombs

The MK. 82 is a 500 lb. general purpose munition. This means that this
bomb can be used on a wide variety of targets. Twelve Mk. 82s can be
mounted on the wing stations. Six bombs are dropped (three off each
winiJ each time you press the Pickle button, allowing you to strike two
separate targets. Twelve Mk. 82s may also be mounted on the CFT.
Four bombs are dropped (two off each winiJ each time you press the
Pickle button, allowing you to strike three separate targets. In total, 24
Mk. 82s can be carried aboard the F-15E, giving you the potential of
striking five different targets.
These weapons work equally well with CDIP and AUTO Delivery
modes. Because a single release drops multiple bombs, the chances of
damaging a target within the drop zone are increased. These bombs
allow for a number of different approach options and lend themselves
for use against targets of opportunity. CDIP mode is recommended for
delivering Mk. 82s because it is a quick, low-tech method of release. Mk.
82 bombs are most effective against ground troops in the open, unforti-
fied installations and facilities.
Mk. 84 General Purpose Bombs

The Mk. 84 is a 2,000 lb. general purpose bomb. This bomb can also be
used on a wide variety of targets. Except for size and weight, the Mk. 84
is identical to the Mk. 82. Two Mk. 84s can be mounted on the wing
stations. Both bombs are released (one off each winiJ when you press the
Pickle button, limiting you to only one target. Four Mk. 84s may also be
mounted on the CFT. Two bombs are dropped (one off each winiJ each
time you press the Pickle button, allowing you to strike two separate tar-
gets. In total, six Mk. 84s can be carried aboard the F-15E, giving you
the potential of striking three different targets.
D Figure 3.8 The Mk. 84

general purpose bomb
These bombs are effective against the same types of targets as the
Mk. 82 plus hardened (but unarmored) targets. The heavy weight allows
these munitions to knock down target structures and penetrate a target
prior to detonation. Because only a few Mk. 84s are released at a time,
accuracy is important. AUTO mode is recommended when dropping
these bombs. Using a pop-up delivery technique, a pilot can put a little
extra energy behind the bomb, allowing for better penetration of hard-
ened targets.
BSU-49 HD , BSU-50 HD bombs

These munitions are simply Mk. 82s and Mk. 84s that have been altered
to increase their drag. The mounting schematic for these weapons is
exactly the same. These high-drag bombs slow down their rate of
descent, delaying detonation until after the delivering aircraft has had
time to exit the area. In Strike Eagle III, aircraft cannot be harmed by
their own munitions, so why take these bombs along?
Having bombs start going off is a sure way to alert the enemy to
your presence. If your aircraft has arrived over a target undetected, drop-
ping high-drag weapons ensures that you will be far away by the time
triple-A starts going off. When playing in Cooperative Wingman mode,
dropping retarded bombs allows the second man over the target to
escape the ground fire also, to say nothing ofmaking him designate a target
through smoke.
These weapons are also used when accuracy is important. For exam-
ple, if a target is located within an urban center, it could be situated
directly adjacent to a civilian structure (school, mosque, church, etc.)
Using a high-drag weapon allows you to get very close to the target prior
to release. Accuracy is improved the nearer you are to the target. You can
release a high-drag bomb from directly over the target. The chance of
the bomb missing the target and causing collateral damage is minimized.
Both AUTO and CDIP Delivery modes are recommended for use with
these m unitions.
Mk. 20 Rockeye II
The Mk. 20 "Rockeye II" is a free-fall cluster bomb which releases hun-
dreds of armor-piercing submunitions over a wide target area. It is specifi-
cally designed for use against armored and unarmored vehicles. Twelve
Mk. 20 Rockeye Ils can be mounted on the wing stations. Six bombs are
dropped (three off each wing) each time you press the Pickle button,
<I I Figure 3.9 The

Mk. 20 "Rockeye II"
allowing you to strike two separate targets. Twelve Mk. 20 Rockeye Ils
may also be mounted on the CFT. Four bombs are dropped (two offeach
winy) each time you press the Pickle button, allowing you to strike three
separate targets. In total, 24 Mk. 20s can be carried aboard the F- l 5E,
giving you the potential of striking five different targets.
The faster your aircraft is traveling when the bomb is released, the
larger the area covered by bomblets becomes. For this reason, it is better
to use AUTO Delivery mode, but CDIP or AUTO mode work equally
well. AUTO mode should be used when the target has been designated
and the ingress is performed at low level. This mode allows to you to use
afterburner to increase your speed without a significant loss in accuracy.
Greater speed tends to elongate the area of coverage and defeats any
attempt by the enemy to disperse.
CDIP is recommended when attacking targets of opportunity.
Because height allows for better target observation, opportunity attacks
are usually initiated from altitudes greater than 3,000 feet. From this
altitude, the aircraft can assume a slight nose down attitude on the run-
up. Pilot visibility over the nose is increased.
Save your Rockeye Ils for armored vehicles. "Throwing rocks" is the
best way to eliminate vehicles. Camouflage won't save them, and they
can't save themselves by dispersing. They will be wasted if used against
any other type of target.
BLU-107/B Durandal
The Durandal is a French-made anti-runway weapon containing 15 kgs.
of high explosive. Durandal missions are often very dangerous because
they require pilots to fly straight and level over a runway. The Durandal
bomb is a counter-air weapon which takes the fight directly to the
enemy's front door. After being released, it deploys a tail-mounted
parachute to stabilize it in a vertical nose-down attitude. When the
weapon is perpendicular to the ground, a solid fuel rocket ignites with
sufficient force to drive the weapon through a concrete surface. The
Figure 3.10 The run-

way busting Durandal
bomb Cl 1111
Durandal has a delayed fuse which detonates the weapon underneath the
surface in order to maximize the cratering effect.
Twelve Durandals can be mounted on the wing stations. Six bombs
are dropped (three off each winfj each time you press the Pickle button,
allowing you to strike two separate targets. Twelve Durandals may also
be mounted on the CFT. Four bombs are dropped (two off each winfj
each time you press the Pickle button, allowing you to strike three sepa-
rate targets. In total, 24 Durandals can be carried aboard the F-15E, giv-
ing you the potential of striking five different targets.
The standard comments about unguided weapons apply. AUTO
mode should be used in most instances. Since Durandal missions are so
hazardous, it is best to get in and get out. Afterburner is usually required
on ingress which makes AUTO mode targeting almost mandatory. Car-
rying a Durandal is indicative of an assigned mission. CDIP should not
be used to deliver these weapons. Very few pilots think of enemy airbases
as targets of opportuniry.
CBU-87 CEM, CBU-89 Gator

The comments regarding Mk. 20 bombs can be repeated here. The
CBU (Cluster Bomb Unit) family of free-fall munitions are area denial
weapons like the Rockeye. The CBU-87 CEM (Combined Effects
Munition) is a dispenser which releases hundreds of submunitions .
These bomblets work equally well against exposed troops and vehicles.
The CBU-89 Gator contains mine submunitions. These scatterable
mines can create instant barriers or destroy a target on contact.
Twelve of these bombs can be mounted on the wing stations. Six
bombs are dropped (three off each winfj each time you press the Pickle
button, allowing you to strike two separate targets. Twelve of these
weapons may also be mounted on the CFT. Four bombs are dropped
(two off each winfj each time you press the Pickle button, allowing you
to strike three separate targets. In total, 24 of these CBUs can be carried
aboard the F- l 5E, giving you the potential of striking five different
targets.

These munitions can be delivered either by AUTO or CDIP mode

interchangeably. Usually CDIP is the preferable delivery mode because
these bombs are used against dispersed (and hard to see) targets. Snap-
shots may be the only way to deliver these weapons once the target is
detected. AUTO may be used when there is time to line up properly.
Laser Guided Weapons

There are only two laser guided munitions included in Strike Eagle III,
the GBU-10 and GBU-12. These GBUs (Glide Bomb Units) guide
themselves using energy which is reflected back from a laser designated
target. These weapons first gained notoriety in May 1972 during
"Linebacker I." During a two day period, Laser Guided Bombs (LGBs)
managed to destroy six bridges in North Vietnam, including the
so-called indestructible Thanh Hoa bridge south of Hanoi.
Six GBU-12 LGBs can be mounted on the wing stations. Only one
bomb is released when you press the Pickle button. Eight GBU-12
LGBs can be mounted on the CFT. Again, only one bomb is released
when you press the Pickle button. In total, fourteen GBU-12 LGBs can
be carried aboard the F-15, giving you the potential of striking four-
teen different targets.
Two GBU-10 LGBs can be mounted on the wing stations. Only
one bomb is released when you press the Pickle button. Four GBU-10
LGBs may also be mounted on the CFT. Again, only one bomb is
released when you press the Pickle button. In total, six GBU-10 LGBs
can be carried aboard the F-15E, giving you the potential of striking six
different targets.
These bombs are normal high explosive munitions which have a
"Paveway II" guidance unit attached to their nose-casings. The "Paveway
II" directs control surfaces on the bomb which aim it at the target. The
reflected laser energy bounces back off the target creating a funnel effect.
This funnel is known as "the basket." LGBs are dropped into the "bas-
ket" whereupon the guidance unit takes over. These bombs are normal
general purpose munitions.
The only difference between LGBs and the Mk. 82/84s is the guid-
ance system. These weapons can be used against the same types of targets
with equal effectiveness. Since these weapons glide to their targets, range
is a function of altitude. The higher an aircraft is when it releases these
bombs, the greater range they can travel. Keep in mind that the higher
the aircraft is, the easier it will be detected and the longer it will have to
"lase" the target before the bomb hits.
Figure 3.11 The

SLAM (Stand-off
Land Attack Missile.)
Guided Weapons
The difference between "smart bombs" and truly brilliant ones is their
relative degree of operational autonomy. These weapons are devastat-
ingly effective, but using them lacks a certain degree of job satisfaction.
Sometimes it just doesn't seem fair to use "fire-and-forget" weapons at
stand-off distances.
A single F-15E can carry two of these highly effective "cruise mis-
siles" on its wing stations. One missile is released each time you press the
Pickle button. The SLAM can be launched at targets up to 54 nm away.
It has a Rmin range of 10.8 nm. Targets are usually designated by the
RBM/HRM system from between 60-80 nm away. This allows the
weapon to be launched from near its maximum range.
These weapons should be launched from above 5,000 feet where
possible. Although these weapons are equipped with a TFR, don't put
yourself in a position of having to rely on it exclusively. The TFR some-
times fails, especially in very mountainous areas (like Korea) . The "lock-
after-launch" feature allows you to refine the missile's aiming point as it
closes in on the target.
The fact that the SLAM is a "cruise" missile should be taken liter-
ally. It cruises along at what could be generously called a leisurely pace.
In fact, there will be times when you are able to return to your base
before the missile hits its target. This being the case, don't land your air-
craft until the missile hits. If you land before finding out whether it hit
the target, you won't be given the opportunity to go back.
It is most effective against hardened targets like bunkers and forti-
fied structures. Stationary targets like bridges and large buildings also
make fine targets for the SLAM.
AGM-84A Harpoon
The AGM-84A Harpoon is the naval equivalent of the SLAM. It is a
"fire-and-forget" missile with an extremely large payload designed for use
against warships. A maximum of two of these missiles may be carried on
11 I CJ,___;~II@
Figure 3.12 The
<II AGM-84A Harpoon

"ship-killing" missile
the F-15E's wing stations but one is enough to take out even the largest
ship you'll face in the game.
The Harpoon has a maximum range of 64.8 nm and an Rmin of 10
nm. Getting too close to the target will render the missile ineffective. It
does not have a lock-after-launch capability nor does it have a view per-
spective which can be seen on FUR display screen. The only way to fol-
low this missile to the target is by using the Missile View ([f[]).
The RBM/HRM designation method should be used to pick out
targets at the missile's Rmax. The missile cart be launched from any alti-
tude. It gradually drops down to sea-level for the final run-up to the tar-
get. Again, using this weapon hardly seems fair. Its stand-off range
allows you to destroy targets from BVR without suffering ground fire in
return. Like the SLAM, do not land your aircraft before the missile
impacts. Otherwise, if you miss there will be no opportunity to go back.
GBU-15 "Imaging lnfraRed"

The GBU-15 IIR is a 2,000 lb. general purpose bomb. It is a big weapon
to carry. Only two of these bombs can be carried at a time, and they can
only be mounted on the F-15E's wing stations. The GBU-15 requires a
data-link to operate, which precludes taking along extra centerline fuel.
Because these bombs are unpowered, their stand-off range is a function
of the height at which they are released.
Despite some obvious drawbacks, the GBU-15 is an extremely accu-
rate weapon. Its on-board thermal imager produces a view perspective on
the FUR display screen. This, and the ability to "lock-after-launch make
it a "fun" weapon to use. This weapon is one of my personal favorites. Not
Please note that due to an error in printing, the line

drawings of the AGM-84E SLAM and AGM-88M HARM
on page 191 of the instruction manual were transposed.
Figure 3.13 The

GBU-15 lnfraRed
Imaging bomb
only do I try to hit specific buildings, I use the lock-after-launch feature to

glide the bomb through open doorways or windows.
The GBU-15 is merely a dressed-up 2,000 lb. bomb. It is effective
against all targets that are normally destroyed by such weapons, includ-
ing hardened targets and fortified structures. It is more effective because
it can be aimed at architectural weak points in a given structure.
AGM-88A HARM
The AGM-88A HARM (High-Speed Anti-Radiation Missile) is used
exclusively against targets which are actively emitting radar energy. The
HARM "locks-on" to the source of the emissions, then follows the
energy back to the target. A maximum of two HARMs may be loaded
on the F-15E's wing stations.
When playing in Cooperative Wingman mode, players may experi-
ment by having one aircraft equipped to perform an "Iron Hand" SAM
suppression sortie. Tactically, this will mean sending the aircraft loaded
with HARMs in first to clear a path for the actual shooter.
One limitation on the HARM's effectiveness is its relatively short
range of 13.5 nm. This causes an attacking aircraft to close to what is
point-blank range for a SAM. Although this missile is "fire-and-forget,"
its restrictive range leads to a high-stakes game of chicken which the F-
15 doesn't always win. I personally do not recommend carrying the
HARM. Use the Maverick missile for these missions instead. They have
approximately the same range as the HARM, are effective against the same
types oftargets, plus you can carry more Mavericks than you can HARMs.
Figure 3.14 The

AGM-88A HARM
Figure 3.15 The

AGM-650 Maverick
"tank-plinker"
AGM-650 Maverick
The AGM-65D Maverick missile was one of the stars of the Gulf War.
This missile is credited with destroying hundreds of Iraqi tanks and
armored vehicles. The "D" model uses a thermal imaging sensor which
"locks-up" targets in the lnfraRed spectrum and has a maximum range
of 10 nm. These "fire-and-forget" missiles are deadly when used against
vehicles and other point targets. Use the HUD TD to designate targets
from low to medium altitudes. This will allow you to spot targets soon
enough to ripple fire a bunch of Mavericks one after another.
When assigned to destroy individual targets like C&C vehicles, the
Maverick is a better choice than the Rockeye or CBU-87. There's always
a chance that an area weapon will miss a specific vehicle. The Maverick
is also a good replacement for the HARM. It is effective against all radars
and SAM installations whether they are active or not.
Twelve AGM-65D Maverick missiles can be mounted on the wing sta-
tions, giving you the potential of striking twelve different targets. One
Maverick is released each time you press the Pickle button. They are the
perfect ordnance selection for "tank-plinking" missions. At night you may
use the FUR to designate targets. In the darkness, defending armored units
don't stand a chance. The typical attack might consist of a single F-15E in
orbit over a unit, firing one Maverick after another with total impunity.
Each bombing mission is unique. Each one presents an F-15E crew with MISSION
a different set of challenges. As the previous sections have indicated, PROFILES
there are a myriad of very basic decisions that need to be made prior to
takeoff. The best time to make these decisions is during the preflight
briefing when you have all the time in world to make up your mind. In
the briefing room, you are free to change your mind. As long as you
remain in the Arming Room screen, you can always seek a new mission.
Once you leave the Arming Room and find yourself on the runway,
you are stuck. Either you complete the mission assigned or return to the
hangar and get charged with an "incomplete" mission. So the time to be
considering details is while you are in the briefing room. Once out on
the flight line, it is too late. There are just too many distractions to allow
you to make the type of critical analysis that is necessary for success.
As you already know, there are many ways to designate a target and
many ways to drop a bomb. Fortunately, because there are many types of
targets, there is a bomb for every occasion. The trick is knowing what
bomb to use and how to use it. Your target approach is another one of
these basic decisions. You can't go barreling in on every target the same
way and expect to have a long and happy career as a pilot.
Keep in mind that every mission exposes your pilot to certain dan-
gers. There is no such thing as a milk run in Strike Eagle Ill Whether
you are up against SAMs at high altitudes or triple-A down low, your
pilot can have his career ended in all sorts of unexpected ways. Although
the dangers can be minimized by intelligent planning, they can never be
totally negated. This section deals with how to get in and out of harm's
way with the least risk to your aircraft.
Flight Profiles
A good deal of your prestrike mission planning should be concerned
with the altitude aspect of your flight profile. The typical flight profile is
taken from the three segments which make up an entire mission; ingress-
target-egress. A profile might read Hi-Lo-Hi, meaning a high altitude
ingress, low altitude target strike, and high altitude egress. Each flight
profile is designed to serve a particular purpose and facilitate the overall
completion of the mission.
Hi-Lo-Hi Profile
A Hi-Lo-Hi flight profile is used when the enemy's area air defense is weak
and the target is located far away. Both the ingress and egress routes are
performed at high altitudes in order to conserve fuel. Detection during
transit is apparently not a concern. The enemy's long-range, upper-alti-
tude air defense is deemed not to be a major player in mission planning.
The attacking aircraft assumes a Lo profile over the target in order to
bomb with precision or because heavy triple-A is surrounding the target.
Lo-Hi-Lo Profile
A Lo-Hi-Lo profile is used when the air defense presents a formidable
challenge to your mission. The ingress and egress transit legs of your
mission are performed at a low altitude co minimize the risk of detec-

tion. In the target area, the attacking aircraft pops-up briefly to designate
the target and deploy its ordnance. Usually, the ordnance deployed
requires that the aircraft assume a higher altitude prior to release, such as
laser-guided glide bombs. Fuel is not a consideration, since most of the
mission is conducted at a very low level.
Lo-Lo-Lo Profile
The Lo-Lo-Lo flight profile is used when the air defense is extremely
tough. The entire mission is conducted at low altitude, because any
detection might spell disaster. The low profile throughout the mission is
enormously expensive in terms of fuel, so the target must be close by. If
performed properly, the attacking aircraft will never once be picked-up
on radar. At the target area, a low level, high speed delivery is carried out
so that the attacking aircraft may exit the area before having to run a
gauntlet of triple-A.
Hi-Hi-Hi Profile
A Hi-Hi-Hi flight profile is used by attacking aircraft against targets that
are far away. The high altitude flight profile saves fuel and allows the air-
craft to carry its normal bomb load. Generally, anytime a Hi profile is
used this means that the attacking aircraft do not anticipate opposition.
A Hi profile over the target area allows the attacking aircraft to ignore
triple-A. The SAM threat may still be high but other aircraft in the pack-
age may be assigned SAM suppression missions.
Of the three planning segments of a mission profile, the most
important is the first mission segment or target ingress. This leg of the
mission will set the tone for the others. As usual your target ingress will
depend on the nature of the target, the condition of the terrain, and the
type of ordnance being carried. All these factors plus the level of enemy
resistance will have to be accounted for in your profile planning.
First, any ingress leg must be conducted in such a way as to mini-
mize possible enemy resistance over the target area. This can be accom-
plished in a number of different ways, but the easiest is to arrive over the
target undetected. Altitude is closely related to the enemy's ability to
detect you. The curvature of the earth and physics of radar conspire to
make detection more difficult the lower you remain. There is a saying
about the lethality of modern weaponry which goes, "If you can be seen,
you can be hit. If you can be hit, you can be killed." No where is this
more true than when playing Strike Eagle Ill Keep this mind when
planning your profile altitudes. There is no sense in staying one foot
higher than you need to be in order to deliver your ordnance on target.
Staying away from GCis, SAM sites, and airbases increases the like-
lihood that you will be able to penetrate enemy airspace without being
detected. Fixed sites along the ingress route can always be bypassed. It is
only when you arrive over the target area that sometimes it is impossible
to avoid encountering a few SAM sites. Make careful note of their loca-
tions. You may have to limit your first pass to reconnaissance only. If
enemy defenses can't be bypassed, then surprise is your only recourse.
Obviously, SAM batteries can only launch their missiles if they have a
radar "lock" on your aircraft. Enemy airfields will only scramble their
interceptors if you have been detected.
Altitude does make a big difference in your target approach. Even
regular "pig iron" bombs can be made into stand-off weapons if released
at high altitudes. Just the forward momentum of your aircraft is enough
to hurl Mk. 82s great distances.
Study the following table. These calculations are taken directly from
the game and are based on a fully-loaded F- l 5E flying at Full Military
Power at the indicated altitude. (These numbers do not reflect the actual
ballistic characteristics ofa Mk. 82 in real life.)
ALTITUDE AT RELEASE DISTANCE TRAVELED BY MK. 82S
300 feet 0.1 nautical miles

2,500 feet 2.6 nautical miles
As the preceding table indicates, there are benefits to dropping
bombs from high altitudes. Imagine being assigned a mission requiring
you to drop a stack of Mk. 82 500 lb. bombs on a target in downtown
Baghdad. Approaching Baghdad at 300 feet to avoid radar detection,
you must fly to within 0.1 nm of the target before you can release your
ordnance. This means that your pickle point will be located well within
the city limits.
On the other hand, releasing your bombs from an altitude of 25,000
feet allows you to be 18 nm or more away from the city. It keeps you
well away from the local triple-A defending the target but makes you
very detectable on enemy radars.
It is unlikely that you would be able to overfly the country at this
altitude. In this instance, your flight profile would likely be Lo-Hi-Lo.
The ingress/ egress legs would be conducted at low level to avoid detec-
tion. At the appropriate time, the aircraft goes into a steep climb until
reaching the prescribed altitude. The ordnance is released at the stand-
off distance, and then the aircraft makes a rapid descent for the return
leg of the trip.
NOE (Nap of the Earth) Flying

The best way to avoid revealing yourself to enemy radars is by remaining
low to the ground. Nap of the Earth or NOE is a special type of flight
profile in which an aircraft skims the surface of the earth. Its flight path
is made to conform to the contours of the terrain. Helicopters routinely
fly NOE while zipping along at 90 knots. For them it's a snap. Fixed
wing aircraft, however, travel several hundred miles an hour and require
automated systems to fly NOE. The F-15E uses a combination of the
Automatic Pilot and Terrain Following Radar.
The purpose of flying NOE should be evident. Generally, the lower
you fly, the more easily you are able to remain undetected by enemy
radar. Even if the enemy spots you, remaining low helps to mask your-
self within the "ground clutter." Radars which might have been able to
track your progress at higher altitudes will often lose you down low. If
you are lucky, enemy interceptors will turn around and go home. If you
are unlucky they will hang around awhile and continue to look for you.
Automatic Pilot makes it easy to stay low to the ground without
worrying about crashing into either elevated terrain or objects on
ground. Even though these systems are able to function as low as 300
feet AGL, it is not a good idea to hand over control to them if you're
trying to stay hidden. The Automatic pilot doesn't care if the enemy
spots you and doesn't care how low you fly. Its only concern is keeping
you from flying into the side of a mountain. Over a flat desert or body
of water, letting the Automatic pilot fly the aircraft is not a problem.
The Automatic pilot and TFR avoids elevated terrain by flying over
it as opposed to flying around it. These systems are not responsive
enough to maintain a smooth NOE profile over obstacles. Instead, the
aircraft is told to climb when the TFR detects a rise in the terrain ahead.
The slight delay in returning to the prescribed altitude allows enemy
radar to detect the aircraft as it passes over the reverse slope.
However, flying the aircraft manually allows you to fly even lower.
In fact, by taking over the "stick," you can fly as low as you dare. It may
require a steady hand, but it can be done. Trim the aircraft properly, and
there's no reason why you can't fly at 50 feet AGL or lower. Use manual
controls to fly over mountainous terrain. Your changes in altitude will
conform more closely to the ridges and hills.
Th diagram on page 154 illustrates the affects of your aircraft's TFR
and Automatic Pilot. Note in the first two instances, there is an inherent
delay which unnecessarily exposes you to radar searches. The third dia-
gram clearly shows the proper way to cross elevated terrain, ridges and
mountains.
Real Beam Mapping

Since 90% of the time you will be using the RBM/HRM method to des-
ignate targets, it is important to discuss this method in light of your tar-
get ingress. Designating the target from the greatest possible distance is
paramount to preserving secrecy. Typically the Real Beam Map is used
to map the target area as far away as 80 nm. However, to do this, the
mapping aircraft must climb to an altitude which allows the radar to
map at long ranges. This is the period when the aircraft is most vulnera-
ble to detection. Mapping areas more than 40 nm away force the aircraft
to assume an altitude greater than 2,000 feet. Being at 2,000 feet AGL
with your radar emitting energy is like an electronic beacon showing the
enemy exactly where you are.
This is a risk you will have to take. Obviously, the farther you are
from prying eyes while mapping, the better chance you have of escaping
detection. Stay down in the weeds with your radar in SNIFF mode until
you are within range and ready to map. Pick an uninhabited or remote
area from which to map and then climb to altitude. Quickly take the
RBM snapshot and drop back down.
The whole process should take no longer than a minute. Do not
wait for the time delay to produce the HRM. By the time the map is
developed, your aircraft should once again be down in the weeds. This
first long-range map is the most critical of all. Flying at altitudes over
2,000 feet exposes your aircraft to detection attempts and makes the
enemy's job of detecting you that much easier.
Of course, it is not mandatory to make target maps from this far
away. You can always wait until you are within 40 nm before mapping.
At 40 nm, you are only required to be above 1,000 feet. In addition, you
can make 1.3 nm scale maps at this range as opposed to the 4.7 nm scale
..J. . ._ ..... _ _ _ _ _ _ _ _ ....., _ _..... _ _ _ _ _ _ _ _ _. . . . . ......

Figure 3.16 Ridge
crossing methods
diagram
a. Level crossing at altitude
b. Nap of the Earth places aircraft too high on the reverse slope (auto-pilot).
c. Inverted crossing smooths out the terrain . This is the correct method for
crossing elevated terrain.
maps made at 80 nm. By waiting, however, you are giving up the signifi-
cant stand-off range advantage of certain weapons you may be carrying.
Throughout the target ingress, the RBM/HRMs should be refined
down until you are able to designate targets off the lowest scale/highest
detail HRM possible. At 20 nm, a .67 nm scale map can be made at an
altitude minimum of 501 feet. This level of detail should provide more
than enough accuracy to guide your weapons.
Remember that the pulse-Doppler radar is most effective when map-

ping a target off-set from the direction of flight. Therefore, to create
HRMs in the shortest amount of delay time, place your aircraft on a
heading so that the target is near the outer edge of your RBM coverage.
Your target approach will look like a writhing snake. Instead of making a
bee-line for the target, creating HRMs will cause you to fly left and right
of the target.
Target Approach Options

The following section outlines the different types of approach options
available to pilots. There are pros and cons to each of these options
which need to be weighed in light of your mission environment.
Dive Bombing
Having introduced a number of people to Strike Eagle III, I have had the
opportunity to watch my share of novice play. So I speak with some
authority when I say that there remains a group of die-hard Stuka pilots
out there. It is fascinating to watch new players climb up to 10,000 and
even 20,000 feet, nose over, then go into a sheer vertical dive over the
target. Sometimes these extended descents can last 45 seconds or more
before the player decides to release his bombs.
Friends, let me say that the days of the traditional dive bomber are
over. Not that dive-bombing doesn't have its good points, mind you. It's
a very accurate means of delivery and puts extra Gs on a bomb when
penetration is necessary. It's just that no air defense worthy of the name
will allow a prospective attacker to survive at 15,000 plus feet. There are
usually too many radars able to lock onto an aircraft for an attacker to
survive at that height. Since you are pitted against some of the strongest
air defenses outside of the former Soviet Union, dive-bombing is going
to be a risky proposition. It would be one thing if you were bombing
targets in Bermuda but you' re not.
For the sake of argument, let's suppose that enemy radars are having
a bad day coordinating the air defense. By some miracle you are able to
reach your target at an altitude of 20,000 feet. Because civilian structures
are nearby the target, the risk of collateral damage is great. You decide
that dive-bombing is the only method of releasing unguided bombs with
the degree of accuracy necessary.
From a level flight attitude, you begin your dive by rolling inverted
and pulling down on the stick as if you were entering a Split-S maneu-
ver. By so doing you escape the affect of

Red-out. Now that the nose is pointing
down, you roll back upright and find
yourself in a 65-75 vertical descent. ~------
Your airspeed is rising rapidly, so you
apply the speedbrake to slow your
descent while you locate the target. At
15,000 feet, the triple-A starts up. You
now are heading directly into the teeth
of the ground fire and still have a long
way to go prior to release.
After several tens of seconds of
ground fire, a burst of triple-A goes off Figure 3.17 A
near your aircraft and takes out a system or two. The Bitchin' Betty standard dive-bomb
audio comes on in your headset, twice repeating the fact that you have attack on an urban
target. Note the rooftop
been hit. Like you didn't already know. If you' re lucky, some noncritical triple-A emplacements.
system has been knocked out, one which won't prevent you from doing
what you came here to do.
Even if you do manage to drop your bombs, you must begin to pull
out of the dive at no less than 5,000 feet. The speed at which you are
traveling will require at least another 2,000 to 3,000 feet before you have
returned completely to level flight. Now, press Pause (i~J(f)). Think
for a moment about the position you have put yourself in.
You are now in a level flight profile in plain view of a heavily
defended target. The enemy knows full well where you are and has
already damaged your aircraft at least once. You are traveling so fast and
so far out of the energy egg that you can forget about evading an AAM
or SAM through maneuver. Because of this, you can probably count on
being hit again by triple-A before you make it out of the target area.
It's fun to tempt fate by seeing how close to the ground you can get
before pulling up. Playing altitude-chicken in a flight simulator is one of
those things we all love to do when it isn't our neck out there for real.
But the truth is that dive-bombing is a lousy contemporary tactic to use.
No doubt you will want to use it once or twice before discarding this
method in favor of something safer. Just keep in mind that being a Stuka
pilot was dangerous then; it is even more dangerous now.
Pop-Up Bombing
Pop-up bombing is the grandchild of dive-bombing. It combines the
stealth characteristics of a low-level approach with the accuracy of releas-
ing bombs from directly overhead. Pop-up bombing will limit pilots to
using CDIP as their principal mode of delivery.
But this type of bombing lends itself well to discretionary targeting.
The pilot can visually identify where his bombs will land based on the
location of the target reticle. In the seconds just prior to release, the nose
of your aircraft will be rotated through almost a full 180 degrees of verti-
cal attitude. CDIP is the only method of delivery able to handle this type
of maneuvering. Pop-up bombing is also limited to delivering unguided
munitions. You certainly wouldn't choose a pop-up profile to launch
guided weapons like SLAMs or Harpoons. Likewise, the speeds attained
during a pop-up would negate laser-guided weapons as well.
To perform a pop-up properly takes a tremendous amount of prac-
tice, because timing is critical to this type of delivery. For half the
maneuver you are climbing to altitudes which make detection easy. The
second half of the maneuver requires you to be aimed at solid ground.
You want to perform this attack quickly so that you surprise the enemy
and exit the area before he can react.
This maneuver, like dive-bombing, requires that the pilot carry out
the actual release from his perspective. When playing alone, stay in the
front seat so chat the CDIP reticle is visible in the HUD. Designate the
ground target using any method you desire as long as the enemy remains
unaware of your presence.
Approach the target area no higher than 500 feet. With the RBM
display set to 10 nm scale, off-set the target approximately half-way
toward the edge of the map. Keep your speed high and watch as the tar-
get comes down the RBM. When the TREL indicates 20 seconds, pull
back on the stick until the aircraft assumes a 25 incline. At 10 seconds
begin a roll in the direction of the target while pulling down into a dive.
With practice the target diamond will be directly ahead as you roll back
level. Pickle your ordnance when the target enters the reticle circle.
' Until you refine this method, be forewarned. The chances of getting
the bombs to hit the target are slightly less than the chances of killing
yourself by crashing into the ground. This one takes a lot of time to get
right. Stay in Training mode (!Alt JCT]) until you can perform this maneu-
ver consistently without "do in' yourself" in the process.
Level Bombing
Most of the bombing in Strike Eagle III will be done from a level flight
attitude. Luckily, it is the easiest method of bombing available to you in
the game and it can be used with every type of ordnance. Level bombing
is the preferred method of releasing guided weapons. It gives these bombs

a nice stable platform to launch from and requires nothing more in terms
of tactical finesse than could be obtained from an average delivery truck.
This delivery profile is also best when playing with a "live" back-
seater. It makes the fewest demands on the WSO, and it is the one
method that can be carried out entirely using back seat displays. The
WSO simply selects AUTO mode and uses the HUD repeater to get his
release cue picture.
Level bombing is the preferred method when speed is necessary to
overcome air defense in the target area. Once a target is designated, the
pilot can drop to 300 feet, kick in the afterburner, and make a lightning
fast approach. It allows for a high-speed, low-level attack profile that will
go undetected by the enemy until it is too late.
Glide-Bombing
Glide-bombing is a method of delivering specially designed bombs
(GBU-10 and GBU-12s) which home-in on laser energy reflected off the
target. Glide-bombing requires that a target be continually designated by
a laser device either carried aboard the attacking aircraft, another aircraft
in the strike package, or by ground troops.
The GBU-15 (Imaging lnfraRed Glide-bomb) does not need
reflected laser energy. It is a self-guiding "fire-and-forget" weapon which
glides to the target. Guidance is derived from images taken from a heat
sensitive camera mounted in the nose of the weapon.
In Strike Eagle III, players use the laser designator within the LAN-
TIRN targeting pod to designate the target. (A target may be initially des-
ignated by any means and the laser designator will be slewed to that spot.)
The laser diamond superimposed over the gun cross on the AG HUD
flashes when the target is being "lased." The flashing diamond can be
considered a "shoot cue" like the Lock-Shoot lights used in the AA mode.
Glide-bombing requires a specialized target approach. In order to
generate range, the attacking aircraft must release the bombs at higher
altitudes than normal. This forces the attacker to fly directly into the
teeth of any possible triple-A coverage surrounding the target.
In addition, the terminal velociry of the glide bombs themselves
cause you to fly at speeds under 400 knots. If you arrive over the target
ahead of the bombs, there is a good chance the laser will be unable to
designate. Remember, these bombs are not "fire-and-forget" weapons.
You must keep the target within your laser's line of sight during the
entire time the bomb is gliding.
STRAFING Don't strafe ground targets with an F-15E. When you find yourself con-
ATTACKS sidering a strafing attack on a ground target, think again. That's right,
you heard me. Don't do it!!! Having said that, I will now proceed to dis-
cuss strafing attacks, confident that you will not listen to my sage advice.
The F-15E is a $50 million aircraft and should not be used as if it
were an A-10 Warthog. You cannot possibly destroy enough ground
equipment with your allotted 512 rounds of ammunition to equal the
value of your aircraft when you lose it. And lose it you shall. I have never
met a single pilot who regularly strafes ground targets in Strike Eagle III
and has managed to survive more than a few missions.
Oh, I know there are some real fanatics out there who just love to
strafe ground targets. It's fun to spot a target that's trying to hide, do a
wingover, and then swoop down to hose it with 20mm lead projectiles.
This tactic works particularly well in Standard mode because targets
seem to want to blow up, even when they're hit by ricochets. The fact
that you're shooting bullets the size of Volkswagens seems to help our
considerably.
Now try to do the same thing in Authentic mode. The margin for
error is very small at the altitudes necessary to shoot ground targets. Your
M-61 has a maximum range of .6 nautical miles which allows for only
seconds to properly line up the target and shoot. In most cases, you will
fly your aircraft into the ground for a final mission score of zero. The
best you can hope for is to ram the target as you auger in. Bur keep in
mind that kamikaze tactics are not rewarded in this simulation.
Figure 3.18 F-15E Even if you manage to avoid hitting the ground, you may not avoid
strafing an early- the triple-A that's bound to come looking for you. The range limitation
warning radar station of your gun works to the
enemy's advantage by requir-
ing you to close with the tar-
get. The F-l 5E is equipped
with marvelous stand-off
weaponry which renders
most triple-A ineffective.
You tip the scales in the
enemy's favor by venturing
in places where you have no
business being.
So play it smart and stay
away from strafing ground
targets. I know, I know .. .
seeing all those trucks travel-
ing in long convoys is irre-

sistible. The temptation to
rack up a few extra points
can get to be too much. If
you have to shoot 'em up,
do it once in Training
mode, watch all the neat
secondary explosions, then
get it out of your system.
Never strafe ground tar-
gets on a regular mission;
the pay-off is not worth the
risk. Picture this; you've
destroyed both the Primary
and Secondary targets and Figure 3.19 An F-15E
shot down two enemy aircraft, one on the way in and another on the on another strafing
run. This time the
way out. You are about to go "feet wet" on your way home and are target is a GCI building
already looking forward to a great mission total. in Colombia.
All of a sudden, a ground target catches your eye. Great, you think.
I'll just nose over, roll in, and let him have it. Now you are committed.
Your nose has come down and your airspeed is up, so you apply the
speed brake to keep from overshooting. This has also given you more
time to aim. But just as your airspeed drops to under 200 knots, a ZSU
23-4 covering the target opens up on you at point blank range.
Flying low and slow, you are helpless to react quickly as you watch
the red tracers arc by your canopy. Before long the ZSU has found the
range and begins scoring hits. As your systems begin to go, you can only
hope to make it over water so you can bail out. If you do get rescued and
make it back to base, count on your mission point total to be less than
expected.
The moral Don't strafe ground targets with an F-15E.
CHAPTER
Multi-Player Missions
4
An unfortunate situation occurs when software must be designed
for the multitude of personal computers owned by the general
public. A finished product has to run on the least capable
machines rather than vice-versa. Because of this, programming
trade-offs take place during the development phase of a project.
Programmers can easily put great 3-D graphics and realistic
sounds in every simulation but these come with a tremendous
cost. Every pixel the computer has to push across the screen takes
up memory. Start pushing enough of them around and a
machine's processing speed tends to slow down.
For every potential player who has access to a fast computer
with a large memory capacity, there are five who don't. This
leads to circumstances where players who own very advanced
(and expensive) systems may feel cheated. Taken as a whole, cer-
tain things were put into Strike Eagle Ill and others had to be
left out. At some point, the designers would have to stop and
say, "We're up to ten disks already. Do we really want to require
players to own 486/33s with eight megabytes of RAM?"
Adding an artificial wingman to the simulation was one such
feature trade-off. Because the decision had already been made to
include an extensive modem play environment, the Al wingman
was relegated to a "nice-to-have but not critical" position. Recog-
nizing that not having a wingman would create a "you against
the world" syndrome, it was an unpopular decision among the
programmers. It had to be made, however. Not having a wing-
man assigned to you in regular play was a deliberate program-
ming trade-off and not an oversight.
USAF aircraft tend not to operate alone. Therefore, the lack
155
of a wingman had to be accounted for

within the game. Strike Eagle III was able
to overcome this limitation by using a
modem and introducing a second "live"
player. Even as the artificial wingman
was being taken out, modem play was
incorporated into the game in response
to widespread public demand. Besides
being a "must have" feature, modem play
allows players to explore the cooperative
aspects of multi-player missions. The
added flexibility derived from having a
Figure 4.1 Flight
second player is invaluable.
leader and wing- Strike Eagle III' s goal of manageable realism was only going to be
man setting up a enhanced by modem play. Until now, a single player could have perfect
tactical formation. control over all the various weapon and flight systems. Allowing this to
continue, i.e., having a single player wear several "hats" at once, was
admittedly unrealistic. A player could perform all the required pilot
functions and then teleport instantly into the back seat to take over the
WSO's job. The fact that players could do this created a perfect division
of labor. It also minimized the inherent confusion normally associated
with combat.
In order for modem play to work, there had to be something in the
game which made it necessary. A fully functional rear seat cockpit pro-
vided the answer. The drawback was that the player without modem
capability might have his or her work load increased two-fold. After
extensive testing, this was found not to be the case. Having a single player
operate from both cockpits proved to be quite manageable in the end.
All aspects of the software were in place for the inclusion of modem
play. For the first time, there was a real need for an additional player and
plenty for him to do. Three distinct types of modem play were designed
into the simulation, each with its own unique set of challenges; CO-OP
(Co-operative Wingman), H to H (Head to Head Competition), and FT-
BK (Front Seat-Back Seat) .
PLAYER CHAT Mode

COMMUNI- As explained in the Strike Eagle III Technical Supplement, modem play
CATIONS communication between players is conducted in CHAT mode. The
CHAT Mode (Q) activates a text message strip across the top of your
CHAPTER 4: MULTI-PLAYER MISSIONS 157
screen. In it, you can type any message you desire as long as the text of
your message fits within the strip. Any excess characters are lost, and the
recipient will not see them. Garbled transmissions are dangerous!Not only
are they confusing, but they can cause the listener to act completely
opposite from the intent of the message.
Take for example the following CHAT mode exchange between a
flight leader and his wingman. The flight leader typed in a long message
which was chopped down because of its length:
Original message (flight leader to wingman):
Tango Two; I want you to stick close to me. If we get attacked I
want you to break right on out of here. Turn left on my mark and
head for home.
Chopped message (what the wingman actually received}:
Tango Two; I want you to stick close to me. If we get attacked I
want you to break right . . .
The preceding exchange actually occurred on one recent Coopera-
tive Wingman mission. The flight leader's garbled message led to his
wingman getting shot down after turning into his attacker rather than
away from him. The flight leader was himself shot down later in the
mission when he had to face three MiGs alone.
Here's the point; when you are sending an exceptionally long mes-
sage, divide it into two or more smaller parts. Send each part individu-
ally and get separate acknowledgments. Be advised this is a lengthy
process but you've already seen what can happen otherwise.
Players shouldn't be sending messages this long anyway. The place to
discuss anything requiring much more than a simple yes or no is on the
ground. The simulation is not halted while you compose your message,
so unless you are a fast typist, keep your messages short. Even if you can
type, the other player doesn't have time to read long messages. He may
well have his hands full dealing with a bandit or be in the middle of a
CDIP bomb run and unable to look up.
Canned Messages
To help minimize this problem, Strike Eagle III comes with a number of
CHAT mode canned messages. Canned messages are the pre-made
generic messages that can be sent with the press of a single key. In the
heat of combat, it is much easier to touch rn than it is to type
chaff/ flares.
The list of canned messages is located in a game file titled

messages.txt. It can be accessed by typing type messages.txt from your
game directory prompt, as follows:
C:\FlS> type messages.txt
A list of these canned messages is also located on page 11 of the

Technical Supplement. For the benefit of those players who may have
misplaced their technical supplement, the list is reprinted here:
KEY MESSAGE TEXT MESSAGE INTERPRETATION

Fl Negative Unable to comply
F2 Blind No view of enemy air/ground forces
F3 Break left! Air or missile threat warning
F4 Break right! Air or missile threat warning
FS Chaff/ flares! Call to use countermeasures
F6 Tactical Command to break formation
F7 Rejoin Command to reform
FB Press Command to engage enemy
F9 Engaging! Intention of attacking enemy aircraft
FlO RTB Command to return to base
Changing Messages
Anticipating that these ten messages could not possibly fit each and every
contingency, Strike Eagle III allows players to devise their own individual
messages. If you have a text editor in the version of IBM DOS you' re
using, you can edit the selection of canned messages provided.
From your F 15 directory, simply type the following text editing
command:
C:\FlS>edit messages.txt
Note that if you do not have a DOS text editor, this command will
not work. In this case, use the text editor that you are most familiar
with. Once an original message is changed, the associated speech disap-
pears. It reappears if the message is edited back to its original text.
For example, in CHAT mode, (BJ sends the word negative along
with the associated speech. Using the text editor, you could change the
message so that [BJ, when pressed, reads sighted bogeys instead. You
would not receive speech with this new message, however. This gets con-
fusing if some messages create speech and others do not. Persons accus-
tomed to hearing messages may overlook text only messages when they
appear on the screen. But, for those persons whose systems don't have
the capability to reproduce speech, changing the message texts shouldn't
bother you.
The reasons for having the ten canned messages in the first place is
to allow players to send messages without having to do a lot of typing.
The only time this is really a critical factor is during aerial combat, when
a player has to concentrate on flying and shooting. If you edit these mes-
sages, you should limit your selections to phrases that are often used in
the heat of combat. There's no need to create a text message that will
only be used once during a mission like Return to Base. After all, you
only have room for ten messages. These spaces should be reserved for
brief, declarative statements of warning or command like Break Right!,
Go Vertical, Look out!, He's in your six!, etc.
Here is a list of suggested alternate messages that have come in
handy in the past. Use these substitutes or think of others you believe
would come in equally handy.
KEY MESSAGE TEXT MESSAGE INTERPRETATION

Fl Roger Affirmative response
F2 Negative Negative response
F3 I'm defensive Enemy fighters attacking
F4 Incoming bandits Sighted inbound bandits
F5 Break left Air or missile threat warning
F6 Break right Air or missile threat warning
F7 Tally ho Have visual contact
F8 No joy Do not have visual contact
F9 Chaff/ flares Use countermeasures
FlO I'm tactical Engaged with enemy
Even if you decide not to change your messages, there is one message
that you and your wingman need to agree upon beforehand. Notice that
on the original list, [BJ is negative. Since there is no stock message to use
for affirmative, it has become somewhat of a convention to type two
quick periods( .. ) meaning "Okay," "yes," "Wilco," or "affirmative."
Wingman Communications
As a Flight leader, it always seems
like your wingman is never where
you need him or where you put him.
You tell him to do one thing and the
next thing you know he's off doing
something else. What is it about
wingmen? They never listen. You
call for a break to the right; he goes
to the left. In combat, you tell him
to launch a missile at the trail air-
Figure 4.2 A pair of F-
15Es over the island of
craft in the enemy formation; he shoots the leader.
San Andres You tell him to stay low to avoid being detected by the enemy, he is
flying up at 1,500 feet sight-seeing. When attacking ground targets, your
wingman never lines up on the target properly. You want him to stay
close and follow you in but the next time you see him, he's passing in
front of you. As a wingman, you can never follow the flight leader
because he never does what he says he is going to do. How does he
expect you to stay with him when he makes it so hard to anticipate his
next move? You sometimes wonder what the flight leader must be think-
ing about when he issues all those dumb orders. He calls for a break to
the right when the situation clearly calls for a turn to the left.
When playing via modem with a "live" wingman, maintaining com-
munication is paramount to the success of the mission. Each of you
must know what the other's intentions are. The penalties for being a lax
communicator are severe. Failure to adequately communicate often leads
to accidental downings, as the following example illustrates:
Captain James "Mongoose' Day and Captain Christopher

"Saini' Clark were assigned a daylight strike mission against
ground targets near the North Korean DMZ. The primary tar-
get for their two-ship was a particularly nasry triple-A emplace-
ment which had been causing problems for the U.S. Army's low
flying helos.
The secondary target, less than thirty miles north of the pri-
mary, was an SA-5 SAM radar installation. It too, had been
troublesome, especially for carrier-borne Navy pilots stationed
out in the Sea of Japan. This installation managed to survive
despite all previous attempts to knock it out.
Hugging the eastern coast of Korea, the two-ship made its
way northward in a tight formation. Wave-hopping at less than

300 feet, Capt. Day, the flight leader, and his wingman, Capt.
Clark, knew from earlier missions that staying low on the
ingress leg was the only way to avoid detection.
Passing north of the DMZ, Day decided to split his forma-
tion and attack the two targets simultaneously. He directed his
wingman to continue on and strike the secondary while he
struck the primary. Day peeled off and headed for his target,
watching Clark's fighter as it disappeared off in the distance.
Under normal circumstances, independent strikes on sepa-
rate targets confuse the defenses and can cut down on the total
time spent over enemy territory. In this instance, however, the
North Koreans had already picked them up on radar and were
waiting for them to turn inland. By separating from his wing-
man, Day had unknowingly made the North Koreans' job that
much easier.
The first hint of trouble came from the AWACS controller
orbiting off-shore. Day contacted the AWACS as per procedure
and received information that MiGs were being vectored to
intercept them. The controller was correct, MiGs were indeed
rushing into the battle area. Within a few minutes, the enemy
aircraft would be positioned between Day and his wingman,
Clark.
Too late to rejoin with his flight leader, Clark continued on,
aware that multiple bandits were nearby. He envisioned racing to
the target and then turning back to deal with the interceptors.
Moments after talking with the AWACS, Day spotted the
lead bandit off his right wing. It was a MiG-23, heading out to
sea at full throttle attempting to engage Clark. He immediately
turned, locked-up the MiG, and called Fox 1. Day managed to
splash the MiG with a Sparrow, then resumed his run-up to the
target, now less than ten miles away. He would rejoin his wing-
man after destroying the gun emplacements.
As Clark neared his target, he was momentarily shocked to
see a MiG-21 come streaking over a ridge directly in front of
him. Clark hurriedly got the MiG "locked," got a tone and
managed to fire off a Sidewinder at point blank range. Just
before the MiG flashed by, the Sidewinder detonated under its
right wing. The enemy pilot had no chance to eject. His aircraft,
now missing a wing, spun wildly into the ground.
At this time, Capt. Day was just releasing a stack of Mk.
82s in the midst of the North Korea gun emplacements less
than thirty miles away. He heard his WSO shout Primary
achieved!, but by then his attention had already been diverted.
Another MiG-21 in a shallow left bank flashed by the nose of

his aircraft apparently setting up for an attack on Clark. T he
North Korean pilot had missed seeing Day's F-15 beneath him.
This oversight would eventually prove to be a fatal error.
This second MiG-21 was the wingman of the MiG that
Clark had splashed moments earlier. Had the flight leader coor-
dinated his attack better, he and his wingman would have had
Clark sandwiched between them. Even so, this second MiG was
neatly positioned behind Clark and closing fast.
Sensing that his own wingman was in trouble, Day imme-
diately called for Clark to break hard to the right. The abrupt
maneuver placed the MiG to the outside of Clark's turn forci ng
it into a lag pursuit. Its firing solution was spoiled by the quick
turn. Looking back over his shoulder, Clark saw the MiG trying
hard to bring his nose around. Aware that the MiG pilot was
now intent on making the kill, Clark painfully squeezed an extra
G out of his turn.
The MiG pilot slowed down and went looking for the shell
of the energy egg. Reaching his corner velocity, the MiG start-
ing bringing his nose around toward Clark. A few more seconds
and North Korean would have him.
Capt. Day, who had gone to afterburner, was rapidly clos-
ing in. As the MiG slowed to better his turn rate, D ay caught
up. He was now going so fast that he would likely get in only
one shot. The decrease in range gave Day an opportunity to use
a Sidewinder. Briefly getting a "tone," Day fired from just under
4 miles. He watched as the missile snaked its way to the target
and turned the MiG into a sheet of flame .
By this time Clark had swung his aircraft around 180. He
was not aware that Day had shot down the MiG. In fact, under
the stress of combat his situational awareness had gone to nil. So
when his radar locked-up the only other aircraft in the area, he
assumed it was the MiG that had been pursuing him. Unfortu-
nately, the wreckage of the second MiG-21 now lay on the
ground. The only remaining aircraft in the area belonged to
Capt. Day.
Shaken by the encounter, Clark instinctively took a snap
shot without looking and launched a Sidewinder. Equipped
with a proximity fuse, the micro-second delay in detonation was
probably what saved Capt. Day. The head-on aspect caused the
missile to explode behind the cockpit and along the centerline of
the aircraft. Damage lights in the cockpit came on like bulbs on
a Christmas tree. The Eagle's nose pitched over violently. As
Day fought to regain control of his aircraft, the ground came

rushing up to greet it. He would have only seconds more to
right the crippled bird or eject.
Had the missile been radar-guided, it is likely that neither
Day nor his WSO would have survived the initial blast. The rel-
atively small Sidewinder warhead wasted most of its energy in
mid-air. Trailing smoke, Day gently nursed his aircraft back to a
slightly nose high attitude. When it became clear that the air-
craft could continue, Day turned around to head out to sea. If
he and his WSO had to eject he wanted it to be over water. No
way was he going to spend time as a POW in North Korea.
Clark pulled in tight to help assess the damage he had
caused. Structurally, the aircraft appeared airworthy, but a
steady stream of fuel was pouring from the left wing. Clark
could also see no movement in the back seat of Day's aircraft.
The WSO was either dead or unconscious. Until Day knew for
certain that his WSO was gone, there could be no thought of
ejecting. Clark flew alongside. The trip back to base was a quiet
one and fortunately uneventful.
As it turned out, fortune smiled on Captain Day. Jim man-
aged to limp home with over half of his aircraft's system gone.
His hydraulic system held together long enough to land the
damaged bird without incident.
Communication is an important part of Cooperative Wingman
mode. As the preceding account demonstrates, accidental downings can
and do happen. Missiles have no friends once they are launched, so to
prevent this from happening, players should keep a running dialogue
going between the aircraft. Nothing aids situational awareness like hav-
ing a second pair of eyes. A player should use CHAT mode often to let
the other player know what he is thinking or planning. Frequent
exchanges of information allow players to coordinate their actions and
time their maneuvers.
In combat, the flight leader must designate who will fire on what
target. Since the supply of AAMs is limited, communication is necessary
to prevent both aircraft from firing at the same target. Using two missiles
to down an enemy when one is usually sufficient is a wasteful practice.
Proper communication between flight leader and wingman can clear up
these coordination problems. Use Canned messages whenever possible.
Typing messages in the middle of combat is distracting and potentially
dangerous. Remember, the best place to communicate lengthy messages
is on the ground.
COOPERATIVE A package of two aircraft is usually the minimum number sent on any
WINGMAN one particular mission. Known in the Air Force as a Flight (the Navy
calls this a Section), a formation of two aircraft consists of a flight leader
and wingman. Cooperative Wingman mode makes the "two-ship" a
reality. It allows two players linked via modem to participate in a single
mission in two separate aircraft.
Because there are two F-15Es in play, each player may operate inde-
pendently of the other. However, only one pair of primary and sec-
ondary targets is generated, and it is in both player's interest, point wise,
to cooperate. The name is not just wishful thinking. Cooperative Wing-
man mode is designed to foster voluntary cooperation between players.
Sometimes the enemy will force you to cooperate against your will if you
wish to survive the mission.
The addition of a second aircraft gives you the ability to practice for-
mation flying skills with another "live" player. You'll quickly find that it
is not all that easy. Lining up with one another at the same altitude and
speed is more difficult than you might imagine.
One good thing you don't have to worry about is mid-air collisions,
either with your wingman or the enemy. Just as in the movie Ghost, you
can pass through your wingman like Patrick Swayze through Demi
Moore. And although this is a departure from Strike Eagle III's goal of
realistic simulation, it allows for some really tight formations as you may
well imagine. It also keeps pilots from playing bumper cars or attempt-
ing to ram the enemy as a final gesture before going down. Nobody does
this intentionally-nobody. Even if unintentional, the chances of a mid-
air collision with an enemy aircraft are very small indeed. Ramming is
just not a viable tactic anymore. Aircraft just cost too damn much!
Figure 4.3 Tight
formation out at sea I know there are players out there who get a really perverse sense ofplea-
sure from smashing into other air-
craft. I know this to be true because I
am one of those players myself. So
speaking as one of you, on behalf of
the designers, our deepest regrets at
leaving this "feature" out ofthe game.
Dogfighting is more exciting
when you and your wingman find
yourselves in the middle of a flock
of MiGs. Better yet, the two of you
can gang up on some unfortunate
stray F-5. Multi-player ACM opens
up a whole new range of tactical
possibilities as well as giving your IFF feature a real workout. I've lost
count ofthe number oftimes I've been hit by so-called "friendly" missiles.
At the end of each Cooperative Wingman mission, players receive
individual scores even though these scores are based on the team's overall
accomplishments. If one player ejects before the mission is ended, that
player does not get credit for points scored by his wingman. You are
only eligible to receive points for targets destroyed while you remain in
flight. Of course, if you fail to return from the mission (KIA), you
receive no points whatsoever.
The following sections are intended to foster cooperation between
players involved in two-ship missions. They are not meant to be a com-
prehensive examination but merely a snap-shot view of two-ship combat
and tactical formations . These sections are intended to get players think-
ing and working as a team for a change. Pilots are encouraged to find
what works best for them and develop their own methods accordingly.
Multi-Ship Formations
Modem play allows players to experience the real problems of command
in the context of modern warfare. We've all heard the phrase "Fog of
War"; now you can experience it first hand.
As a flight leader, it will be your job to coordinate the actions of
both aircraft. Having an artificial wingman as a subordinate is a snap.
He's always right where you put him, and he's 100% dependable. You
never have to worry about him leaving a fight early just to save himself at
your expense. A wingman's job may even be a little harder. It is up to
you to protect your flight leader, no matter what kind of trouble he gets
himself into. You must hang right off his wing, keep his "six" clear of
bandits, and stick to his every move like glue.
With the addition of a second F-15E, one can be excused for think-
ing that the missions are going to get easier. The biggest advantage the
F-l 5E possesses lies in its superior equipment and weaponry. The
AN/APG-70 radar gives you the abiliry to detect enemy aircraft beyond
the range of the enemy's own radar.
Coupled with the F-15 's powerful radar is its abiliry to carry the
AIM-120A AMRAAM. This medium range "fire-and-forget" missile
allows you to take a toll of incoming bandits without their being able to
return your fire. Enemy ranks can be thinned considerably by the initial
launching of AMRAAMs. The enemy fighters are immediately forced to
react defensively. They lose the combat initiative long before they reach
a point where they can fire their own missiles. Eagle drivers must use the
range advantages given them if they hope to defend themselves against

superior numbers of enemy fighters. Close combat is the last thing an
F-15E should engage in.
In order for the two-ship to function properly, players must fly and
fight as a team. AI; long as players are just interested in being individual
F-15 pilots, forget about forming an effective two-ship. As a matter of
fact, if players don't know how to cooperate, they may as well go their
separate ways. Otherwise, they will spend most of their time tripping
over one another and spoiling each other's shots.
Line Abreast
The simplest and most tactically sound formation for a two-ship to
assume is what's known as a line abreast formation. Both aircraft fly off
each other's wing tip and maintain this lateral formation. This formation
is easy to maintain because both pilots/WSOs have each other in sight at
all times. The relative speeds of each of the aircraft are easy to judge as
are any differences in altitudes. Minor place-keeping adjustments to the
formation are usually made visually.
i 2nm-2nm i
Figure 4.4 Flight
leader and wingman in
line abreast formation
*-*
Line abreast is a good formation to use to train novice pilots. It pro-
vides both flight leader and wingman superb views to the front, side, and
rear. By spreading the formation out, a two-ship can also cover a greater
area of horizontal airspace. As a quick rule of thumb, the two aircraft
should be spaced far enough apart to allow either one to pull its nose
through to the other's "six" in case he is jumped from behind.
On the negative side, with both aircraft flying line abreast, coordi-
nated maneuvering will be difficult. The wingman is positioned too far
forward to support the flight leader. Also, the enemy should have no
trouble sorting the formation prior to a long range missile attack. If play-
ers decide to adopt this formation, preflight coordination is a must.
Lead-Trail
The lead-trail formation is an easy tactical deployment for a two-ship to
CHAPTER 4: MULTI-PIAYER MISSIONS 167
fly. The flight leader obviously is positioned forward Figure 4.5 Flight
of the wingman. The wingman in this instance is cast leader and wingman
in a purely support role. It is his job to roam the in lead-trail formation
airspace behind his flight leader and protect his "six."
This formation makes it easy on the wingman to fol-
low the maneuvering of the flight leader.
On the negative side, the flight leader, positioned
out in front has no ability to visually clear his wing-
man's "six." If the two-ship is jumped from behind,
the wingman is essentially helpless. The enemy,
assuming that the flight leader is the more experi-
enced of the two pilots may alternatively decide to
attack the lead aircraft instead. If the wingman moves
to aid his flight leader, he is himself engaged from the
rear by additional enemy aircraft.
Stack
A stack formation simply makes use of vertical separa-
tion between the two aircraft. It can be used with both
the line abreast and lead-trail formations. Also known
as a "ladder," a stack formation's vertical displacement
allows either aircraft to perform an instantaneous break
turn, if required, without risking collision.
If enough vertical separation is present, a careless 3-8,000 feet
enemy may miss seeing one or the other aircraft. A typ-
ical stack may have the wingman positioned "down in
the weeds" while the flight leader takes the top dog
spot. This way, the wingman can stay hidden down
with the "ground clutter" and free the flight leader
from having to make "belly checks." An enemy aircraft
which moves to engage the flight leader may be sur-
prised to find out that he is not a singleton (lone air- Figure 4.6 The
craft) after all. vertical stack formation
Two-Ship Coordinated Turning

Being able to maintain the proper spacing and alignment while changing
heading is an important element of two-ship maneuvering. The follow-
ing sample turns are standard two-ship maneuvers designed to execute a
heading change while leaving the formation reasonably intact.
In-Place Turn
An in-place turn requires chat both aircraft perform
a simultaneous reversal from a line abreast forma-
tion. This tactic calls for both aircraft to turn at
the same speed and rate. The aircraft to the inside
of the turn will lose sight of his wingman for much
of the turn. However, the outside aircraft will be
in a position to clear the other's "six" throughout.
This maneuver is best used against incoming ban-
dits which are still far away. Upon completing chis
turn, the aircraft will again find themselves in a
line abreast formation although their positions will
be reversed.
Figure 4.7 The Cross Turn

in-place turn
A cross turn is used to when greater
mutual support is necessary. It is dif-
ferent from the in-place turn in that
both aircraft turn inward, nose to
nose. Pilots in both aircraft are
afforded every opportunity to clear
the other's "six" throughout the
maneuver. At the completion of a
cross turn, both aircraft will once
again be line abreast. If the cross turn
is performed at high G, the horizontal
Figure 4.8 The cross turn
spread of the aircraft is reduced. This
turn is good to use in a multi-ship
fight prior to a general disengagement. By conducting a series of cross
turns, a two-ship can create a defensive counter-rotating wheel. It will
then be difficult for enemy aircraft to engage either aircraft from a tail
aspect without becoming vulnerable themselves.
Split Turn
A split turn is the opposite of a cross turn. Performed from a line abreast
formation, instead of both aircraft turning inward the two aircraft make
a 180 turn to the outside. This maneuver is extremely dangerous
because both aircraft are out of

each other's sight for most, if not
all, of the turn. It does have its
place in ACM, however. The split
turn is useful in achieving a wide
separation in a short space of time.
But unless the threat is determined
to be a line abreast formation of
enemy fighters approaching from
the rear, pick a cross turn instead.
As a general means of clearing
the formation's "six," have the for-
mation perform a split turn fol-
lowed immediately by a cross turn.
f
The formation will have flown through a complete 360 and returned to
f
Figure 4.9 The split
turn
its original position. Think of this as an aerial equivalent to the "Crazy
Ivan" made popular in Tom Clancy's Hunt for Red October.
Delayed (Tactical) Turn

A delayed (or tactical) turn is used when in
contact with an enemy to the rear or flank of
the two-ship. Basically, it allows the forma-
tion to change its heading 180 while mini-
mizing exposure. Upon initiating a delayed
turn, the wingman immediately breaks 90
to the original direction of flight. The flight
leader delays his turn (hence the name
delayed turn), then pulls his own 90 break.
As illustrated in Figure 4.10, it requires two
such delayed turns to perform an entire 180
reversal. One benefit of this maneuver is that
only one aircraft is turning at a time (a
period of limited observation). The non-
turning aircraft is in a position to visually
clear the turning aircraft.
Check Turn Figure 4.1 O The

Unlike the other turns which are performed from a line abreast forma- delayed (or tactical}
turn
tion, a check turn is begun from a lead-trail position. The trailing air-
craft must make sure that it is positioned to the

inside of the upcoming turn. Once it has reached
this position, the fight leader begins a gentle turn to
a new heading. Usually, the new heading is slightly
less than 45 from the original baseline heading.
This maneuver allows the wingman to either main-
tain his station behind the flight leader or come on-
line. A flight leader may also use a check turn to help
his wingman fly a line abreast formation.
Two-Ship Air Combat

F-l 5Es should never be allowed to gang up on a sin-
gle enemy fighter. I know it's fun, but is it legal? I
mean there's something about seeing two Strike
Eagles pounce on a lone bandit. Every time it hap-
pens I keep looking for a flag on the field. It should
be considered the ACM equivalent of "piling on"
and good for a 15 yard penalty.
But what if that lone bandit turns out to be an
F-16 equipped with MAGIC missiles? What if the
two F- l 5Es are "bounced" from behind? What if
Figure 4.11 The one F-15 is out of AAMs, and the other has sustained previous battle
check turn damage? Under these hypothetical situations, the odds no longer seem so
one-sided. In fact, unless the two F-15Es really have their acts together,
they'll spend most of the engagement getting in each other's way. A sin-
gle interceptor doesn't have the coordination problems that a two-ship
has to deal with. As you read this, it is probably easy to dismiss the diffi-
culty of managing a mere two aircraft. The speed of modern air combat
compounds the problems.
Napoleon Bonaparte once said that he "would rather fight a coali-
tion than be part of one." He knew what he was talking about. Having
extra forces in combat is not always an asset. Just ask Union general
George McClellan after Antietam (Sharpsburg) in 1862. Having addi-
tional forces on hand sometimes represents overkill and managing them
becomes a liability.
The following section depicts basic two-ship combat maneuvers.
They are conspicuously described in two dimensional terms for ease of
understanding. Because they are basic conversion maneuvers, the effect
of altitude has been largely ignored for purposes of this discussion. It is
left up to players to determine how best to use the vertical plane.
The Double Envelopment (Pincer)

The Double Envelopment or (Pincer) is a standard maneuver used by a
two-ship to close in on a enemy from his vulnerable flanks. The attack-
ing aircraft widen their lateral separation so as to position the oncoming
enemy aircraft between them. Both attacking aircraft now watch the
enemy formation closely. Chances are that the enemy will decide to
engage one or the other of the two aircraft rather than continue on
Figure 4.12 The

Double Envelopment
straight ahead. As they turn to attack one-half of the Pincer, the ocher
half closes in on their exposed rear-quarter. Should the enemy decide to
continue flying straight, either by design or by ignorance, both attacking
aircraft turn in co perform simultaneous slashing flank attacks.
The Bracket
A Bracket attack is much the same thing as a Pincer except chat definite
roles are established for each attacking aircraft. The enemy is
approached by both aircraft in the two-ship from a head-on aspect until
he is forced to commit on one or the other. Once this occurs, one air-
craft in the two-ship becomes committed while the other is considered
able to maneuver freely. This "free" aircraft should immediately assume
Figure 4.13 The
Bracket attack
~----
an offensive posture and convert on the enemy's "six." The "commit-

ted" aircraft should break in a manner which facilitates the "free" air-
craft's attack. If performed correctly, the two-ship will have bracketed
the enemy between them.
Reversing a "Bounce"
No matter how good a pair of Eagle jockeys get, a two-ship eventually
can find itself surprised by bandits attacking from the rear. Usually such
an attack spells doom for at least one aircraft in the two-ship and maybe
a. The defensive split b. The drag (in-place turn)
Figure 4.14 Two both. A two-ship may turn the tables on an attacking fighter by using the
different types of proper reversal. Figure 4.14 shows two methods of converting on a ban-
reversals for use when
you and your wingman
dit which appears suddenly behind your formation .
are caught napping. Figure 4. l 4a depicts a split turn used defensively against an enemy
before he has a chance to commit to either element in the two-ship. Fig-
ure 4.14b shows an in-place turn being used to defeat a bandit that has
chosen its victim. In this instance, the bandit has been detected some-
what later than in Figure 4. l 4a.
Multi-Bandit situations
The preceding examples dealt primarily with two-ship combat versus a
single enemy aircraft. However, not every engagement will be so one-
sided. In fact, you are far more likely to encounter multiple bandits than
the lone wolves described previously. Your problems are multiplied

exponentially for every additional enemy fighter you encounter. Your
F- l 5E is equipped with all the necessary tools to make multiple engage-
ments no more difficult than any other fights. But you must know how
to use them.
The trick to fighting multiple threats is coordination. Each member of
the two-ship must follow clear, pre-established sorting procedures. Some
examples of presorting are nose high-goes high, flight lead takes the lead,
and taking the man opposite you. The idea behind sorting is to prevent
more than one missile being fired at any one target. At the same time, you
don't want to an enemy close on you because no one fired on him.
After playing a number of regular missions, by now, players should be
used to fighting outnumbered. The "Me against the World" attitude
engendered by these missions is an excellent mental preparation for multi-
player situations. Even with a wingman, the two of you will still be out-
numbered most of the time. At the higher difficulty levels, you are likely to
encounter three or even four enemy interceptors all converging on you at
once.
It's very hard to give advice to pilots who find themselves outnum-
bered by a significant number of enemy aircraft. Certain rules always
apply, regardless of the tactical situation. Early detection and surprise are
good equalizers. Use the extra time given you by detecting the enemy
early to either commit with an advantage or disengage altogether. Sur-
prise, as always, is the "wild card" in any battle. Maintain it for as long as
you possibly can. Use it where possible to position yourself for multiple
kills before the enemy has a chance to react.
Mission Variants
In testing this mode, it was found that most players started out accepting
the default ordnance given them. They tended to just go out individually
and perform the strike missions with little cooperation between aircraft.
Gradually, most players came to realize that the whole point of the Coop-
erative Wingman mode was to act jointly to accomplish a common goal.
Having arrived at this conclusion, joint missions became the preferred
method of playing Cooperative Wingman. Missions began being con-
ducted under the old adage, "There's safety in numbers." Both aircraft
would be loaded with AG ordnance, fly in formation, and accompany each
other to the targets. The flight leader would deliver his ordnance on the pri-
mary target, and then his wingman would bomb the secondary. Extra ord-
nance would be dropped on targets of opportunity along the way.
But the experimentation with joint missions evolved. Players found

that assigning different flight roles to the aircraft added a new level of
excitement to the game. This third stage of play keeps Strike Eagle III
from becoming stale. A whole new range of play options adds hours and
hours of enjoyment to the game and confronts players with a host of
new challenges.
Having players perform these dissimilar roles causes a number of
problems which are not readily apparent to novice players. For one thing,
the advantage of having a wingman is immediately negated, and the two
aircraft can no longer perform jointly with optimal effectiveness. Different
mission priorities tend to cause each aircraft to act independently at critical
junctures in the mission. As long as players are aware of this and are pre-
pared to react to these situations, dissimilar mission loads won't become a
problem. Actually, these missions will become more of a challenge.
Escort/Strike Missions
Escort/Strike missions seek to capitalize on the unique dual capability of
the F-15. These missions give players the opportunity to see for them-
selves whether the F-15, termed a strike/fighter, is deserving of the
name. Over 30% of the F-15 was redesigned to allow it to strike ground
targets. Does it really retain the ability to mix it up with enemy fighters?
These missions will provide you with the answer.
Players need to decide on their individual responsibilities before-
hand. One player must assume a pure fighter role as a strike escort. He is
responsible for protecting his wingman from enemy interceptors. This
air-to-air role is critical to the success of the mission. The strike aircraft
will usually be so loaded with ground ordnance that it will be essentially
defenseless if attacked by bandit fighters. The escort should be equipped
with air-to-air weapons only. Placing ground ordnance on the escort air-
craft will only weigh it down and make its job more difficult. The opti-
mum load is eight AAMs. The escort should take all eight. The choice of
which AAMs to use varies according to theater.
The strike aircraft is assigned the job of performing ground strikes
and should be weighed down with bombs. As is the case with all regular
Strike Eagle III missions, the strike aircraft must attack both a primary
and secondary target to score the maximum amount of points. There-
fore, both the wing stations and the CFT must be loaded (even over-
loaded) with air-to-ground weapons. Remember, the overall mission will
succeed or foil on the strikeaircraft pilot's ability to destroy the ground tar-
gets, so don't skimp on ordnance.
The different weapon configurations invariably cause problems when

coordinating formation tactics. They raise the immediate question
whether or not the escort should maintain a tight formation with the
shooter. Because of its payload, the strike aircraft is usually unable to keep
up with its escort. This causes the escort to either slow down to maintain
formation or leave the other aircraft behind. If the escort slows down, it
sacrifices potential combat energy it may need to conduct ACM.
The escort aircraft usually does not accompany the strike aircraft on
its bomb run. To do so, would expose it to triple-A needlessly. Since it
will be unable to place additional ordnance on the target, there's no
practical reason for it to be over the target area. Rather, it should be in a
nearby orbit but out of the immediate vicinity. Again, the two aircraft
are separated because of their mission priorities. If the strike aircraft is
bounced by enemy fighters in the target area, it is helpless. It is up to the
escort to patrol outside the area and keep enemy interceptors away.
Contemporary air combat involving BVR capable aircraft, has
blurred the meaning of close escort. Prior to the missile age, close escort
was a viable option. Fighter escorts often remained within the formation.
Now, with the advent of BVR engagements, close escort is tantamount
to no escort. Enemy interceptors must be prevented from getting within
missile range (sometimes tens of miles) , and this can only be done if the
escorts are not tied to the formation.
Escorts which patrol the area around a formation of strike aircraft
are known as Loose or Free. These escorts do not travel with the strike
aircraft. Rather than being tethered to the formation, escorts are free to
roam the combat area, hunting the interceptors before they can engage
the shooters. For this tactic to be successful, the escorts must remain in
constant contact with the strike aircraft. The worst thing that can hap-
pen on this kind of operation is for the escorts to be caught out of posi-
tion by the sudden appearance of enemy aircraft. For this reason,
AWACS aircraft must be relied upon heavily.
Even if players decide to travel together, air-to-air engagements also
have a tendency to split the formation. If, for example, AWACS detects
bogeys at a distance, the two aircraft must separate while the escort
investigates the contact. After separation, the escort will be forced to
engage the contact without the benefit of a wingman. If the contact
turns out to be multiple bandits, the escort is in trouble from the start.
Either way, the strike aircraft is now a solitary target. If enemy air-
craft arrive in the area, it is in serious trouble for as long as the escort is
away. It will either be forced to jettison its air to ground ordnance,
thereby aborting the mission, or forced to fight with a severe perfor-
mance handicap. ACM with Air-to-Ground ordnance still onboard is

like fighting with an anchor tied around your neck.
Consider the effect of losing one of the aircraft. In all likelihood, los-
ing just one will force a cancellation. The surviving aircraft, unable to
perform the other's role, will have to abort the mission. An escorting
fighter should not be equipped with air to ground ordnance. If it is, then
it cannot adequately perform its air-to-air role. So, should the strike air-
craft be removed, the escort will not be able to complete the strike.
Conversely, if the escort is downed, the strike aircraft is essentially
defenseless. In its loaded condition, with only a maximum of 4 AAMs,
the strike aircraft cannot survive long in the face of a determined enemy
press. It is not strong enough to defeat the attacking aircraft nor fast
enough to evade.
"Iron Hands" Missions

"Iron Hand!' is the name given to a particular type of mission in which
aircraft are assigned to hunt down enemy SAM sites. These missions
originated during the Vietnam War when A-7s, F-105s, and F-4s went
into North Vietnam looking for Soviet SA-2 sites.
Whether hunting down SAMs near Hanoi or Baghdad, "Iron
Hands" missions have remained relatively unchanged in the twenty years
following "Linebacker I and II." Brave pilots pit their skills against
enemy missiles, flesh and blood versus the impersonal killing efficiency
of modern missile technology.
This second mission variant replaces the escort aircraft with one
assigned to suppress enemy ground defenses. The role of the shooter in
these missions remains fundamentally the same; go out and destroy the
primary and secondary targets. The "Iron Hands" has the job of sweep-
ing a path of ingress for the shooter. In what is essentially a suicide mis-
sion, it must take the fight directly to the enemy, clearing a safe corridor
for the strike aircraft to fly through unmolested.
The "Iron Hands" aircraft has a very challenging task ahead of it.
First, GCis and radar installations must be destroyed as they become
active. Secondly, SAMs must be suppressed by knocking out their guid-
ance radars or destroyed one by one before they can be launched. Lastly,
triple-A positions must be eliminated or marked and avoided. The
shooter will be making a low level ingress and nothing must be allowed
to interfere. Like the Escort/Strike variant, if the strike aircraft is
destroyed the whole mission is a failure (for both players).
CHAPTER 4: MULTI-PlAYER MISSIONS 177
These missions are extremely dangerous especially when you stop to

consider that the "Iron Hands" aircraft must draw the enemy's fire. The
SAM sites and triple-A batteries must be suckered into revealing them-
selves so that they can be identified and destroyed. Unfortunately, the
"Iron Hands" aircraft usually wind up being nothing more than bait.
Flying on one of these missions is like sticking your head in the lion's
mouth, sooner or later ...
The "Iron Hands" aircraft must use the TEWS display to pinpoint
the locations of enemy radars. This means that the aircraft must fly at
medium altitudes and allow itself to be detected by the enemy. A solid
numbered square appearing on the TEWS indicates that a radar is
actively tracking the aircraft. The pilot must be prepared to use the
RBM/HRM display to locate the offending radar system on the ground.
Once the radar is located, the "Iron Hands" rolls in and eliminates the
radar. In this way, a radar-free corridor can be created for the strike air-
craft to fly down.
The strike aircraft should follow approximately 20 nm behind the
"Iron Hands" aircraft. Enough separation distance should be maintained
to allow the "Iron Hands" time to identify and destroy the targets it
encounters along the way. The shooter should keep its power setting
below 60% RPM. You do not want the formation to bunch up or run
the risk of overtaking the "Iron Hands."
"Iron Hands" missions are the most vulnerable to enemy fighters.
Both the strike aircraft and "Iron Hands" will have only four AAMs
onboard because the other stations will be loaded with AG ordnance.
Since these missions require enemy radars to detect and track the "Iron
Hands," interceptors are never very far away. The trick is to destroy the
radars before the enemy aircraft can be vectored into the area.
If enemy fighters do arrive on the scene, neither one of the F-15Es is
expressly equipped to conduct ACM. This may require that the two
Eagles rejoin to defend against air attack. Players should decide before-
hand on how best to conduct a smooth rejoin maneuver. Try it once or
twice, it's not as easy as it looks. A rejoin takes a careful manipulation of
airspeed, altitude, and heading in order to get both aircraft to arrive at
the same spot in the sky at the same time.
The same command and control problems which confront players
in Escort/Strike missions also exist in "Iron Hands" missions. Players
will be operating in each other's periphery. Their actions, however, must
be closely coordinated. Proper use of CHAT mode messaging will allow
the aircraft to cooperate while maintaining adequate separation.
Air-to-Air Fighter Sweep Missions

Instead of mixing up strike roles, try assigning both aircraft a strictly air-
to-air role. Although, the F-15E was not intended to perform pure air-
to-air missions, it makes for an interesting change to see if these aircraft
can perform as well as their single-seat siblings.
Both players should equip themselves with the maximum comple-
ment of eight AAMs. Except for a centerline tank, the Strike Eagles
should not be armed with ground ordnance since the focus of this vari-
ant is air combat. After take-off, the formation should climb to a cruis-
ing altitude above 20,000 feet.
These missions are fairly cut and dry, but they should be undertaken
as single missions only. Never try this variant as part of a campaign or it
will lose ground after each mission. The object of this variant is to prac-
tice ACM engagements using multi-ship tactics. You are not interested
in ground targets at all. In fact, try and stay away from heavily defended
enemy territory.
Once radars begin tracking you, enemy fighters will be scrambled.
Figure 4.15 The
F-15 out of Seymour From here on out, your two F-15Es should attempt to engage all incom-
Johnson configured
for distance
ing bandits. Draw them away from their airbases and SAM sites. If pos-
sible, it is best to engage them over water where ground launched mis-
siles cannot interfere and triple-A is not an issue.
Choice of theater is important. Central America is the easiest theater
to run fighter sweeps in since much of the opposition will be those sorry
COIN aircraft. Even the occasional Venezuelan F-16 doesn't stand
much of a chance against a pair of Eagles equipped with AMRAAMs.
The Persian Gulf theater should be considered an intermediate level of
difficulty. The Iraqi aircraft are better equipped opponents than those in
Central America but by far the most formidable interceptors are those
belonging to North Korea. These aircraft are the latest model Soviet
fighters and possess an impressive array of modern AAMs.
Study the section on multi-ship combat. Once the two of you have
mastered the fine art of coordinating a multi-ship engagement, apply
these skills to your regular missions. Fighter sweeps are fun but don't
lose your perspective. The Strike Eagle is a "mud-mover." All this air-to-
air stuff is strictly secondary.
No simulation of the F-1 SE would be totally accurate without allowing COOPERATIVE

for a second player in the cockpit of the same aircraft. A computer sim-
FRONT SEAT-
ply cannot reproduce the nervous excitement and cockpit confusion gen-
erated by two humans trying to perform an intricate task in the heat of
BACK SEAT
combat. Cooperative Front Seat-Back Seat does exactly this. This is how
Strike Eagle III was meant to be played.
Rather than add a second aircraft, this mode of play adds a second
player. Instantly, players get an idea of the close knit bond that is
required of F-1 SE crewmen. Things that were so easy to do when play-
ing alone become difficult, even impossible, to get done with another
player on-board. Even between friends, the degree of "lock-step" coordi-
nation necessary to perform delicate operations is sometimes not there.
To be successful, players must work together. It takes teamwork and
a cooperative spirit to crew an F-15E. You cannot be just a pair of indi-
viduals that happen to share an aircraft. Leave your egos at the door.
This is no time to be bragging over who does what the best. It will take
the two of you acting in concert to accomplish a given task. Before each
mission, you should sit down and divide up the responsibilities. There
just isn't time to transmit lengthy messages back and forth once in flight.
Who will deploy chaff and flares? Who is in charge of the radar?
Who decides which target gets fired at first? The answers to these ques-
tions (and many others) need to be hammered out before the two of you
ever leave the ground. Despite their apparent trivial nature, these types
of things spell the difference between a successful mission and getting
shot down. This mode requires the two of you to function as a well-oiled
machine.
The need for a second person in the cockpit stems from simple pilot
overload. There is usually so much going on once you reach the target
that you very quickly find yourself behind the pace of events. One per-
son is usually unable to perform all the critical tasks necessary and still
maintain a moderate degree of situational awareness.
Sometimes you just never get caught up. The following example
illustrates the difficulty of performing multiple tasks under stress:
On a recent strike mission over Baghdad, I found myself so
inundated with critical tasks that I was unable to complete my
primary mission. Rolling in on the target, a bridge on the Tigris,
I was working from the back-seat furiously making low-scale
HRMs in order to designate the bridge. The delay time was
killing me; the aircraft was traveling too fast and was likely to
overshoot the target.
My speed needed to remain high because I was racing an
Iraqi interceptor to the target. Somewhere to my "six o'clock," a
MiG-23 was preparing to fire an AAM once it got within range.
To make matters worse, a dense curtain of triple-A was begin-
ning to appear over the target. As I closed in, the TEWS lit up
and "Mud Launch" began sounding in my ears. I remember
thinking at this point, "Oh great, what's next?"
Too much was going on for me to concentrate on lining up
the target. The tactical situation was such that I became satu-
rated and desperately needed a second pair of hands. Had I been
playing with a "live" back-seater, the workload would have been
greatly reduced. Faced with an incoming SAM and the immi-
nent arrival of an Iraqi fighter to my rear, it proved to be impos-
sible to fly the aircraft, designate the target, select ordnance, and
deploy countermeasures all at the same time.
Unfortunately, the aborted pass over Baghdad had done
nothing but alert the enemy air defense. Now, everybody with a
clean sheet to wear was outside with a gun looking to shoot me
down. There was no question of returning; it would be too dan-
gerous. Besides I still had a MiG to deal with before going
home. It was shaping up to be a busy morning.
Cooperative Front Seat-Back Seat mode makes Strike Eagle III the
most realistic multi-player simulation of air-to-ground combat yet pro-
duced. In its purest form, this mode of play faithfully recreates most of
the conditions faced by F-15E crews in "real" life. Mission tactics do
not change drastically just because a "live" player happens to occupy the
second seat.
This section would basically reiterate all that has been said before.
The difference is that now, you as a single player, cannot automatically
jump from one seat to another. The addition of a second player in your
aircraft means that you can no longer assume that necessary tasks have
been carried out. If you were alone, you could exercise some control over
when and how things get done. But you're not alone anymore, so you
may as well get used to the fact that things tend to get messed up when
left to someone else. Tactics, in this regard, are concerned with not so
much what to do but how to do it.
The most important aspect to Cooperative Front Seat-Back Seat is
the division of labor. Each player must have a clearly defined role and a
complete understanding of what is expected from him. For example, the
aircraft can only be toggled to one Master mode at a time. Therefore, the
worst thing that can happen to a crew is to have a fight (not literally)
break out over which mode the aircraft should be placed in. The WSO
might need the Real Beam Map to begin his targeting procedure prior to
attack. At the same time, the pilot may be about to engage an enemy
fighter and need the Master mode set to Air-to-Air.
Once in air combat, the WSO is just a second pair of eyes. Every-
thing a pilot needs to fight an air engagement is in the front seat, so the
WSO ought to stay out of the pilot's way in these situations. The pilot
should accept responsibility for operating the radar, TEWS, ECM, and
calling for AWACS pictures.
The WSO should be responsible for all Air-to-Ground targeting and
navigation. As the back seater, roughly 50% of the WSO's time should
be spent in Pilot!WSO View ((BJ) . The WSO's head should be on a
swivel at all times.
~
Head-to-Head Competition is the only way to really separate the true HEAD-TO-HEAD
Eagle drivers from the rest of the pack. This method of play pits you
against another live opponent with no computer-based artificial intelli-
COMPETITION
gence getting in the way.
Unlike the other two player modes, Head-to-Head competition is
not considered an actual combat mission. It is more akin to training
flights flown by pilots during RED FLAG exercises. You do not receive a
score and though you may be shot down, your pilot cannot be harmed.
You are, however, eligible for several awards such as the Meritorious Ser-
vice Award and Legion of Merit based on the number of opponents you
have defeated.
General Competition Tactics

You and your opponent start out facing each other at 80 nm, just out of
radar range. This gives each of you a brief opportunity to maneuver
undetected at the start. The key to Head-to-Head competition is just
like Gomer Pyle used to say, "Surprise, Surprise, Surprise!" The longer
you can maintain the element of surprise, the greater your chances are of
getting in the first shot. And once you fire the first shot, you'll have your
opponent dancing to your tune.
Because both of you start out with identical aircraft, Head-to-Head
mode all boils down to who is better able to combine flying skills with
an effective use of the F-15Es weaponry. Of course, there's always a little
luck involved.
To give you the greatest mix of terrain to fly over, players may
choose which of the three theaters they wish to fly in. It may seem some-
what strange at first to be conducting fighter training missions over for-
eign countries. Well, disregard the political boundaries for the moment.
Nothing on the ground can affect the match. No fighters will be scram-
bled, no radars will be turned on, and no SAMs will be launched. The
only thing you need to consider in choosing a theater is the terrain.
Ifyour machine is bothered by a slow frame rate, choose the Persian
Gulf as the venue for your Head-to-Head matches. Even with your ground
detail turned down, your frame rate is slowed by having to generate all those
mountains.
Those players who like a level playing field, should choose the Per-
sian Gulf theater. Between the desert and the Gulf, the majority ofter-
rain lies at sea level. There are very few altitude variations to interfere
with ACM.
For a slightly more difficult challenge, choose the Central American
theater. In this theater there are areas of jungle and mountains, even very
high mountains like the Andes range in Colombia. For the most part Cen-
tral American mountains act more as elevated plateaus. They force you to
fight at altitudes which severely degrade aircraft and weapon performance.
The most challenging arena of all has to be Korea. The Korean the-
ater has level areas (mostly over water), but these areas are more tightly
interspersed with mountainous terrain than is the case with Central
CHAPTER 4: MULTI-PI.AYER MISSIONS 183
America. Besides being more plentiful, the mountainous regions in

Korea also act differently. Instead of being mostly plateaus, mountains in
Korea form peaks and valleys with numerous areas in which to hide.
Head-to-Head matches staged in Korea often turn into hide-and-
seek affairs. Given the cover, missiles fired from a distance are easily
avoided by ducking behind the nearest ridge line. Korean competitions
are real "stick and rudder" affairs with guns (and maybe Sidewinders)
thrown in. Forget about using medium range missiles unless your oppo-
nent is a "turkey."
All ground objects (targets, installations, cities, etc.) remain visible;
you can even strafe them if you like. It just doesn't do you any good in
the context of Head-to-Head competition. The only thing that has any
relevance is whether or not you shoot down your opponent. If you want
to waste your ammo strafing ground targets, go ahead. You're doing
your opponent a favor. It means less ammo you can direct his way.
Again, enemy interceptors are grounded for the duration of the
match, just as if they didn't exist. All SAMs and triple-A sites have been
turned off as well. There are only two things can harm you, your oppo-
nent or running into the ground.
Fighting a "Live" Opponent

Because you are now flying against a "live" opponent instead of an artifi-
cially controlled one, strange things tend to happen. For example, you
may start to see aircraft nose into the dirt quite a bit more than usual. By
the same token, you may even find yourself flying into mountains more
than you're used to doing.
Hey, welcome to the real world. In competition, pilots tend to push
themselves as well as their aircraft. Sometimes when they' re having a bad
day, their game just isn't up to speed. They find themselves doing things
that they are neither mentally or physically prepared to do. When that
happens, they usually wind up losing control or putting themselves into
box they can't get out of.
Be ready to take advantage of the enemy's mistakes; he will make
many. Rest assured, however, that he will be waiting for you to slip up as
well. And you will slip up! "Live" players tend to fly by the seat of their
pants and rely more on instinct than calculation. Because of this, players
are prone to make errors in judgment that their silicon-chip opponents
would never dream of making.
Typically when player-pilots lose control, their opponents are given
a perfect opportunity to come right in and waste 'em. Computer oppo-
nents, on the other hand, are logical, cold, and methodical killers. You
will never catch one of these pilots flying himself into the ground. Their
skill is limited only by the mission's difficulty level and the aircraft they
happen to be flying. They use proven tactics relentlessly and employ
textbook responses. These silicon bandits are less dynamic than their
human counterparts, but that is their strength and not a weakness.
Because the program does not factor human emotion into its artifi-
cial intelligence, certain tactics work well against a "live" opponent that
do not work against compucer-concrolled pilots. Human pilots overreact
to threats that a computer pilot will analyze and dismiss. If you know
what really spooks a particular opponent, use that information against
him. Remember though, tactics which work today will only get you into
trouble tomorrow. The biggest lesson a young pilot can learn is not to
allow stagnation to set in. Change your tactics to suit changing condi-
tions and don't be predictable.
For example, try this experiment out on your next "live" opponent.
Fire a radar-guided missile that you know ahead of time has no chance
of hitting its target. Watch your opponent freak when all those warning
indicators start going off in his cockpit. Novice pilots are so panic
stricken when a missile is launched at them that they will fly themselves
into the ground trying to escape. Even if they manage to avoid that fate,
they often do dumb things which will aid you in shooting them down.
Watch out that you do not fall victim to the same thing. Don 't become so fix-
ated on an incoming missile that you lose control ofyour aircraft.
Invariably, head-to-head fights become turning fights, especially if
players agreed beforehand to leave radar-guided missiles behind. Fight-
ing with just guns and heat-seeking missiles brings the engagement range
down to less than 5 nm. Count on the battle becoming a high-G circles
fight very soon after meeting at the merge.
The trick to winning this type of fight is staying near your corner
velocity and using the energy egg. To do this, you must keep plenty of
power on tap and put your aircraft on a diet. The less it weighs at the
merge, the better it will perform. You may not be able to alter the
amount of thrust produced by your Pratt & Whitneys, but you can drive
the weight of your aircraft down. Here are a few tips on optimizing your
thrust-to-weight ratio for competition purposes.
Get rid of all Air-to-Ground ordnance. You shouldn't select it in the
first place. You won't need it.
Burn up as much gas as you can before engaging the enemy. Run
your afterburner until your fuel reaches 10,000 lbs.
CHAPTER 4: MULTI-PlAYER MISSIONS 185
Jettison extra fuel tanks. As soon as your total on-board fuel reaches
22,600 lbs. release the empty tanks.
Competition Variations
Head-co-Head Competitions always start out the same way, you facing
the enemy in a "Wild West" showdown affair. Sooner or later, this will
begin to get old if you don't spice up your matches with a little variety.
Here are some suggestions to keep your one-versus-one fights from get-
ting stale.
Armament Variations
One of the best variations to Head-co-Head competitions is to limit the
number and types of AAMs. It is amazing how a subtle change in ord-
nance leads to such fundamental changes in the manner in which the
game is played. Take away the AMRAAM, force players to fight without
this crutch, and you quickly realize how much more there is to these
competitions.
When you get tired of launching AMRAAMs into boring BVR
fights, spice up your game with an air engagement circa 1950. This
means challenge your opponent to a "guns only" match just like those
flown during the Korean War prior to AAMs. Instead of launching mis-
siles from 25 nm or even 5 nm, "guns only" competition brings the
engagement range down to .5 nm. Talk about action. Whew! "Guns
only" competitions are straight, no-nonsense BFM engagements. With-
out all the missiles getting in the way of good tactics, players are given
the opportunity to learn valuable ACM lessons.
There is only one rule to a "guns only" competition. To keep Head-
to-Head matches from becoming giant games of "chicken," the first pass
is considered a no shoot fly-by. Both players must break the invisible
plane formed by their opponent's wings. Once beyond this 3/9 axis,
either player declares Fight's On, Fight's On over the CHAT mode and
the match can begin. Otherwise, the usual result of these head-on "guns
only" fights is that both players are shot down after charging head-on
with guns blazing.
Protracted one-on-one fights are uncommon in modern air combat
because of the lethality and reach of AAMs. "Guns only" fights, on the
other hand, can easily drag on for many minutes if the battle is between
two players of equal skill. If you can suspend your imagination for a
Figure 4.16 The F-86

and F15 then and now
moment, forget about having a back-seater and put yourself in the cock-
pit of an F-86 Sabrejet. Before you know it, you are refighting historical
air battles over North Korea's MiG Alley.
Artificial Ceilings and Floors

Another way to vary your head-to-head encounters is by changing the
flight environment. Place an artificial floor on your next match. For
example, start a Head-to-Head fight with the proviso that no aircraft is
allowed to fly below 15,000 feet. The altitude will degrade your ability
to perform certain BFM considerably.
Alternatively you can create an imaginary ceiling above which no
aircraft can fly . For real excitement, fly your next Head-to-Head
encounter down and dirty in the mountains of Korea. Set a ceiling of
1,500 feet. The first player to get shot down, crash, or fly above 1,500
feet loses the match.
Head-to-Head Awards and Medals

There are only two performance awards a pilot can receive for participat-
ing in Head-to-Head Competition, the Meritorious Service Medal and
the Legion of Merit. These two awards can only be won in modem com-
petition; they are not awarded for regular missions.
The Meritorious Service Medal (MSM) is awarded to a pilot after he
successfully survives three Head-to-Head matches. In order to survive
three matches, he must either shoot down his opponent or make him fly
his aircraft into the ground.
After his third victory, a pilot is automatically awarded the MSM.
You will see the MSM in his Medals box the next time you inspect his
locker. Subsequent awards are somewhat more difficult to earn. Even
though a pilot may have six victories under his belt, he is not automati-
cally qualified for a second MSM. Before being awarded a second medal,
he must go before a review board. This board may decide that another
award is not justified at this time.
The second, and even more prestigious, award a pilot can receive in
Head-to-Head competition is the Legion of Merit. Again, the medal is
awarded to a pilot who successfully completes ten matches, either by
shooting down his opponents or watching them crash into the ground.
After his tenth (10th) victory, a pilot is automatically awarded the
Legion of Merit. You will see the LM in his Medals box the next time
you inspect his locker. Subsequent awards are far more difficult to earn.
Even though a pilot may have twenty or even thirty victories under his
belt, he is not automatically qualified for a second LM. Before being
awarded a second medal, he must go before a review board which may
decide that another award is not justified at this time.
188
CHAPTER
Campaign Missions
5
Strike Eagle III includes three different theaters; Central America,
Korea, and the Persian Gulf. Each theater comes with plenty of
maneuvering room and a flight area of over 630,000 square
miles. Altogether players have a combined total of almost
2,000,000 square miles of usable airspace.
That's more than enough space to plan an attack, or a get-
away as the case may be. Unfortunately, it also gives the enemy
plenty of room to hide in as well. Your radar only covers a 120-
degree wedge of air approximately 80 nautical miles long.
AWACS can extend this coverage out to 200 nautical miles but
that still leaves a lot of uncovered airspace. In fact, your radar
and AWACS combined only equal 1ho of the total airspace in
each theater.
Rest assured, all sorts of things are happening out there. You
may not see all the behind-the-scenes stuff going on, but you
need to be prepared for it. Most missions are designed to last
anywhere from 50 minutes to 3 hours. In that time, you can
expect to undertake a round trip of at least 400 miles. Some mis-
sions are exceedingly long and require additional fuel at the
expense of bombs. Others are just short milk runs, full bomb
load with the throttle mashed down hard.
On each mission you are assigned two targets; a primary and
a secondary. While it is not mandatory, players are encouraged
to strike both before returning to base. Along the way, targets of
opportunity often present themselves. Pilots with extra ordnance
on board may attack these targets for a higher point total.
In "real life," pilots are usually only assigned a single target.
But if for any reason this target cannot be attacked, pilots are
189
given alternate targets rather than return home with their ordnance. Tar-
gets may be changed for a number of reasons, such as poor weather in
the target area to unexpectedly heavy triple-A or SAM fire. In the case of
mobile targets, pilots are switched to alternate targets if the primary can-
not be located.
]-STARS aircraft provide real-time intelligence on enemy ground
movement. After sifting through that data, operators can redirect flight
leaders to targets of opportunity. In Strike Eagle III, ]-STARS aircraft
may change your target selections while you are in flight. Pilots must
remain flexible and ready to respond to changing events on the ground.
Players may either perform single sorties or set up multi-mission
campaigns in each of the theaters. If you are flying a single mission, the
program randomly chooses a friendly base or tanker track as a take-off
point. The program then randomly assigns you a single primary and sec-
ondary target based on where your mission is initiated.
You are not required to attack these targets; however you must
destroy at least one of them for the mission to be counted as a success.
Failure to destroy these targets is reflected in your accumulated point
score for the mission.
By far the most significant points are accrued for destroying the pri-
mary, followed by the secondary target. Don't think you can ignore
these targets and roll in on a column of trucks instead. The points you
receive for destroying the trucks will not equal the points you lose by
ignoring your principal targets.
If you have chosen to fly a campaign instead of a single mission, tar-
get selection is a bit more involved. The program devises a series of mis-
sions and assigns you an ultimate target to hit. For example, a Desert
Figure 5.1 The Storm campaign might have as its ultimate goal the destruction of cer-
campaign selection
tain Scud missile sites in western Iraq. A campaign in North Korea
map located in the
HOME screen might have you attacking triple-A sites along the DMZ. In Panama, you
might be called upon to take out all of the
communications centers in downtown
Panama City.
For reasons of military security (in case
you would have to bail out over enemy ter-
ritory), you are not told what the overall
objective of your campaign is until you are
D assigned to hit it. In fact, you are given very
D little information at all about the overall
progress of the campaign. That information
is usually compartmentalized and not dis-
seminated at your level. Normally, you
CHAPTER 5: CAMPAIGN MISSIONS 191
receive only that information necessary for the successful completion of

your specific mission.
What little information you do receive is displayed when selecting
your theater from the HOME Screen. If you are doing well, the text
reads that your campaign has gained some ground. If you are doing
poorly, it reads that your campaign has lost some ground. Finally, if
your campaign has achieved mixed results, the text message reads your
campaign is in a state of flux.
You are never told how many missions are left before the campaign
ends. But it does get a little easier. Individual campaign missions are
linked together so that previously destroyed targets stay gone in all sub-
sequent missions. The final mission is flown against a specialized target
which represents the culmination of all previous campaign missions.
Unless you are flying with a wingman via modem, your Strike Eagle
will be going up against the enemy alone. Or so it would seem on the
surface. There is a lot going on behind the scenes to help you complete
your mission that you may not even be aware of.
For one thing, you are in constant contact with E-3 Sentry AWACS
technicians. As long as you do not overload them, they are available at
all times to help you identify airborne threats. Used correctly, your
AWACS controller can spell the difference between getting through to
your target or getting shot down by interceptors. The AWACS is only
good against airborne threats. It is no use to you at all in determining
ground threats.
Another aircraft on aerial standby is the E-8C ]-STARS 0 oint
Surveillance and Target Attack Radar System). This aircraft is designed
to remain in a fighter-protected orbit over the battlefield. It uses a side-
looking surveillance radar to monitor enemy vehicular movement on the
ground. As you can imagine, ]-STARS can provide commanders with
up-to-the-minute information on troop dispositions.
There were two of these aircraft on station during the Gulf War.
They were reportedly able to detect individual vehicles moving in for-
mation. ]-STARS aircraft were also used extensively to track mobile
Scud launchers moving at night. It could follow these vehicles, watch as
they set up, and then report their location to F- l 5Es loitering overhead.
Since many of the targets in Strike Eagle III are mobile, there is
always a chance that your target has moved by the time you reach its last
known position. Nothing could be more frustrating than to fight your
way through heavy triple-A only to find your target has gone somewhere
else. If your target has moved after the mission has gotten underway
]-STARS is the only way to determine where it has gone. Usually, how-
ever, you will be redirected to an entirely new target.
]-STARS will provide you with a new sec of target coordinates under
the code name BLACKJACK should the tactical situation on the ground
dictate a change. The new target coordinates will appear as a message
posted across the top of your screen. If your system is equipped co han-
dle speech cues, you will receive chem also.
Despite appearances, it is not a question of your lone F-15 against
the world. Sight unseen, other F-1 Ss and support aircraft are going after
targets just like you. Their contribution co the mission and to your
campaign is handled abstractly by the software. The Strike Eagle III pro-
gram accounts for their participation internally to keep you focused on
your portion of the simulation.
Just as friendly aircraft are out there working, enemy aircraft are out
there to oppose them. The fact is that out of all the enemy aircraft on
hand only a small percentage is available to intercept you. The rest are
mixing it up out of sight.
This same situation exists when it comes to encountering triple-A
and fixed SAM sites. Each time you fly a mission, the Strike Eagle III
program "turns-off' some of these fixed sites. On the one hand, this is
necessary to balance out individual missions. Can you image how long
you would survive if every burst of triple-A or every missile launched
were directed at you? Not very long. Turning off fixed sites accounts for
the damage done to the air defense network by other friendly aircraft.
Mobile SAMs and targets are handled differently. Since they can
move about on the battlefield, sometimes you will see them and ocher
times you won't. Their appearance is not a random function but rather
it is part of a logical evaluation of your campaign. An effective anti-Scud
campaign tends to force the enemy into hiding these missiles where you
won't see them. If they go in hiding, they can't be launched either (and
that's gotta count for something).
Of course, during a campaign you can do your own "turning off."
Targets you destroy on one mission will stay destroyed on your next.
This means that campaign missions tend to get easier as you go, and the
other unseen aircraft knock out more of the enemy's detection capabili-
ties. In long campaigns, destroying the enemy's air defense piece by piece
has a snowballing effect. As more and more commo towers, radars,
SAMs, and command bunkers are eliminated, each subsequent mission
becomes easier. If you have eliminated enough of the defense, missions
reach a point where you are just bouncing the rubble.
Before continuing, a few words about collateral damage and causing
civilian casualties is in order ... don't do it. Despite what certain mem-
bers of the media might have you believe, and in spite of what our for-
mer Attorney General Ramsey Clark seems to think, the United States
does not intentionally engage in this type of activity. No one (not even
the military) denies that these incidents happen due to a variety of rea-
sons such as accidents, malfunctions, or poor intelligence. But it requires
a giant leap of cynicism not to acknowledge the difference between
regrettable events of bombing and acts of intentional devastation.
Mr. Clark doesn't seem to have such a discerning eye. This
quintessential ambulance chaser was present in Panama after "Just Cause"
to bear witness to the supposed genocide taking place there. During the
Gulf War, this individual managed to find a way into Iraq. Once there,
he was allowed to tour the country escorted by his willing hosts. Taken to
view specific damage, he promptly decided that once again the bombing
campaign was doing excessive damage to residential areas.
Never mind for the moment the videotape showing triple-A
emplacements on civilian high rise buildings. Never mind for the
moment, the total integration of Iraq's military infrastructure into its
society at large. Never mind the documented cases of self-inflicted dam-
age like that done to a mosque in Basrah being blamed on Coalition
bombing. And finally never mind that military equipment parked
openly next to cultural sites could have been attacked but wasn't.
So to keep from giving these individuals more grist for their mill,
please refrain from dropping ordnance on civilians. When assigned mis-
sions requiring you co bomb near urban areas, use precision-guided
munitions as your weapons of choice. If smart bombs are unavailable, you
can always use BSU-49 and BSU-50 retarded free-fall bombs. These
bombs allow you to gee down lower to the target thus increasing your
accuracy.
Humanitarian reasons aside, you are penalized for each act of indis-
criminate bombing. Points are subtracted from your mission total for
each civilian structure destroyed. These structures include churches,
mosques, water towers, schools, etc. In a campaign, causing collateral
damage may keep you from getting that promotion you always wanted.
Penalties are assessed using your difficulty level as a multiplier, Easy
xl, Moderate x2, Hard x3, Extreme x4. The higher the difficulty level,
the more points you lose as a result of collateral damage. Take the time
to positively identify your targets. This is not always easy to do when
you are screaming in at tree-top level at 500+ knots. One stray bomb
landing on a church or school can completely negate any points you may
have received hitting your primary target. Think about it.
All non-Quick-Start missions, whether single or part of a campaign,
require an active pilot. An active pilot may fly single missions in any one
of the three theaters. The pilot may transfer between theaters at will
unless he is currently involved in a campaign.
Once involved in a campaign, a pilot must either complete it or

abort it before he is allowed to switch theaters. You may exercise the
Abort Campaign option from the THEATERS screen prior to starting a
m1ss1on.
The ultimate test of a pilot is to have him complete three consecu-
tive campaigns, one in each cheater. This aerial hat-trick is very difficult
to pull off. Only a very few pilots ever make it through three campaigns
unscathed, especially when they are flown at a high difficulty level.
Of the three cheaters included in Strike Eagle Ill the Persian Gulf
"Desert Storm" scenario is historical. Missions generated in this theater
recreate actual missions undertaken during the 1991 war. Talk about
realism. Fly a night mission over Baghdad and you'll be hard pressed to
tell the difference between simulation and seeing it happen live on CNN.
The ocher two theaters, Central America and Korea, represent fic-
tional conflicts which are set around the beginning of the 21st Century.
These theaters are based on some logical assumptions made by the mili-
tary analysts at MicroProse. Their job has been made somewhat easier by
being able to look at earlier conflicts.
In the case of the Panama scenario, they looked at the 1989 Pana-
manian invasion "Just Cause." It's hard to believe that this action
occurred less than four years ago, seems like ages. This operation
restored democracy and eventually chased down Manuel Noreiga. It
gave the designers a good place to start. It also gave them accurate terrain
studies and a possible target list with which to begin formulating this
"world."
The Korean scenario was a bit more difficulc. Since the last Korean
war took place in the early fifties, locating and identifying targets was a
problem. Korea wasn't in the nuclear research business back in those days, so
reactors were pretty scarce. Still, using unclassified sources, the designers
managed co come up with a list of targets that all felt comfortable with.
The Korean peninsula hasn't changed much despite the amount of
underground tunneling going on. Like the Andes in the Central Ameri-
can cheater, accurately modeled mountains were key. It required three
different altitude variations to accurately duplicate the massive vertical
mountain faces and an incredible amount of time spent on topographic
mapping.
The following sections are each devoted solely to one of the three
cheaters depicted in Strike Eagle 111 Each starts out with a detailed sce-
nario briefing intended to give players a basis for understanding why
their missions play out the way they do. The Persian Gulf theater is easy
to discuss. Since it is a contemporary scenario, I am hopeful that every-
one can relate to this theater in a historical context.

The other two theaters are a bit more esoteric to the general public.
The scenario briefings for the Central America and Korea deal not so
much with the future but with past conflicts. Players will be familiarized
with these scenarios by looking at what was important militarily the last
time round.
The next part of each theater briefing is a summary of the enemy
threat to your aircraft. Each threat summary is broken down into aerial
threats and ground-based threats. You'll be briefed in detail on the rypes
of aircraft you are likely to meet and how best to defeat them. Ground
threats, both triple-A and SAMs, will be discussed.
The third part of each briefing concerns terrain features and geogra-
phy unique to each theater. It will give you some indication of what
rypes of terrain you will be flying over (or around). You'll also be briefed
on areas that are best left alone because of concentrations of SAMs or
heavy triple-A.
The fourth part of each theater briefing is a discussion of campaign
tactics and things to be on the look-out for. Each theater has its own set
of exclusive conditions. Tactics which may work well against Colom-
bians in Central America may prove disastrous if used against North
Koreans.
The final part of each briefing is a summary of the various target
types present in the particular theater. Their point value represents not
only their relative worth but also a measure of the difficulty experienced
in destroying them.
For example, a port facility as noted on the summary may be worth
200 points, a Chemical Weapons plant only 170 points. All things being
equal, the Chemical Weapons plant should be worth far more points Figure 5.2 Pay
than a pier and a couple of cranes. But all things are not equal. The port attention. He's only
going to say this once!
facility could quite possibly be situated
adjacent to an enemy airfield and sur-
rounded by numerous SAM sites. Under
these circumstances, the port facility is far
more difficult to destroy and is therefore
worth more points to the player.
Targets are listed by their individual
names first and then the composition of
group targets is given. The references to tar-
get type (hard or soft) are to be used in con-
junction with the proper selection of
ordnance.
CHAPTER
Persian Gulf Theater:

6
Desert Storm Scenario
SCENARIO BACKGROUND
Much has been written about the 30-day air campaign over Iraq
which preceded the ground war. Pundits claim that air power
has finally come of age, that it has changed the very nature of
war. They further insist that warfare in the next century will be
almost exclusively conducted from the air.
Well, the jury is still out on this one. Defense analyses will
remain gainfully employed by Washi ngton think-tanks, just
debating this question. Curiously though, chose who stand the
most to gain have had the least co say about the matter. Winning
a war for your country is a nice thing to have on your resume,
especially when it comes time to compete with the other services
for a share of a shrinking defense budget. So far at least, Air
Force officials have been reluctant to begin trumpeting their
desert accomplishments.
Air Power in the Desert

There is no doubt that air power contributed to the lop-sided
Coalition victory, but bombing alone did not (and could not)
force the Iraqi army from Kuwait. And while it did make life in
the field miserable for the individual Iraqi soldier, it did not
(and could not) completely sever his lines of communication
and supply.
197
The 'round-the-clock bombing did do serious damage co Iraqi

morale. As a testament to the Air Force's effectiveness, one need only
recall chose long lines of EPWs marching south into Saudi Arabia. But
again, those lines only started marching south as the ground forces
moved in.
Air power alone could not force the kind of mass surrenders wit-
nessed during the Gulf War. The bombing could (and probably did)
provoke mass desertions. We will probably never know the full extent to
which air power caused the average Iraqi to pack it in and head for
home. Had it not been for the roving bands of executioners stationed
behind the lines, desertions may have been even more prevalent.
Still, air power was not enough to end the war outright. Iraq's entire
inventory of tanks, APCs, and even rifles could have been pounded into
dust without ending the war. At the end of the day, Coalition ground
forces were still needed to perform those same tasks expected of ground
troops throughout history.
Even if 70% of an Iraqi ground unit simply walked off, chat would
leave 30% behind to man the front lines. It doesn't take too many sol-
diers to commit the kind of atrocities that Kuwaiti civilians were forced
Tehran
IRAN
SAUDI
ARABIA
Riyadh
Medina
Figure 6.1 The

Persian Gulf theater
CHAPTER 6: PERSIAN GULF THEATER: D ESERT STORM SCENARIO 199
to suffer. No amount of bombing, regardless of how smart, could pre-

vent the murder, rape, and looting that went on right up until the end
of the war. Air power is only good at destroying enemy structures, facili-
ties, and military equipment.
In the case of the Gulf War, the desert environment was absolutely
tailor-made for the type of air campaign being waged by che Coalition
forces. The USAF is unlikely to encounter this same set of circumstances
anytime in the near future, however. It fought an enemy chat in effect,
took its planes and fled the field of battle. Because of this, the full rami-
fications of the campaign won't become apparent until the next conflict.
The air war played a decisive role in the victory to be sure. But on
reflection, it is easy to see that the "experts" were a bit premature. Post-
war analysis shows that despite a featureless desert terrain devoid of
cover and a stationary enemy ground force which had been abandoned
by its air force, Coalition aircraft had more difficulty than is readily
admitted. Had this campaign been undertaken in western Europe, for
example, similar results may not have been enjoyed.
The Weather
Poor weather in the theater plagued the air campaign from che outset.
By some accounts, the weather was the worst in living memory for this
time of year. Certainly it was the worst in the past 14 years that the
USAF had been keeping records for the region. Within hours of the
stare of the air war, a low pressure system slid in from the eastern
Mediterranean. This system would remain for the next few weeks,
bringing rain and low level clouds to the entire region.
The weather made locating targets extremely difficult and interfered
with targeting systems using lasers for designation. The F-117As were
especially susceptible co poor weather conditions . Although poor
weather had been factored into the Air Tasking Order (ATO) , an inor-
dinate amount of the early sorties were returning without expending
their ordnance.
The USAF had predicted chat poor weather would interfere with
operations roughly 18% of the time. It turned out that low clouds
affected operations at twice the predicted percentage (39%) . This had a
great effect on the tempo of the campaign and allowed many targets to
escape destruction in those early crucial days . Targets obscured by
weather conditions began to be pushed further down the ATO list. In
the first ten days, 40% of scheduled targets could not be hie due to
weather.
Late in the campaign, a large percentage of scheduled missions were

actually restrikes. Against stationary targets, this was of little conse-
quence (they weren't going anywhere), but the poor weather just gave
mobile targets like Scud launchers the opportunity to disperse.
When it wasn't convenient or prudent to move equipment, Iraq
proved to be very resourceful at using camouflage, decoys, and other
means of deception. Decoy armored vehicles were placed in the lines and
real armored vehicles were made to appear as if they had been previously
hit. No one has been able to accurately gauge the amount of ordnance
that was expended against decoy targets, but by some estimates it was
considerable.
Collateral Damage
When poor weather, camouflage, and deceptive measures were no longer
able to protect its military from Coalition bombing, Iraq still had one
option left. Counting on the Coalition's policy of avoiding civilian casu-
alties and minimizing collateral damage, the Iraqi people and structures
were openly used as shields. No one seemed to mind nor think it partic-
ularly strange when combat aircraft started being parked in civilian
neighborhoods. A MiG-21 was even parked next to the ziggurat in the
ancient town of Ur, biblical birthplace ofAbraham.
The difference between military and civilian society in Iraq had
never been very great to begin with. The military was so interwoven into
everyday life during the Iran-Iraq war that distinguishing between the
two had become difficult. Few facets of civilian life in Iraq did not have
an equivalent military aspect by 1990. And as happened in the case of
the celebrated Amiriya shelter bombing, civilian casualties often
occurred because Coalition targeteers could not separate military and
civilian functions .
"Instant Thunder"
From the very first few minutes of the war, the air campaign sought to
achieve air supremacy over the skies of Iraq. Coalition aircraft staged a
massive effort during the first few days to overwhelm the air defense
system. First the Iraqi network of interlocking radar, the eyes of the
Iraqi defense system, had to be taken out. Once this was accomplished,
the real work of establishing air supremacy could begin. This meant
shooting down Iraqi aircraft found in the air and bombing their
CHAPTER 6: PERSIAN GULF THEATER: DESERT STORM SCENARIO 201
hangars, runways, and maintenance facilities on the ground.

Runway interdiction missions against Iraqi airfields were conducted
by low flying Tornadoes using JP233 cluster munitions. F-15Es struck
these same targets from medium altitudes using Mk. 82 and Mk. 84
bombs. Tomahawk cruise missiles launched from far-away ships also
were used to saturate the airfields with cluster munitions.
Despite the continual bombing, Iraqi engineers quickly went to
work repairing what damage they could. They became particularly adept
at repairing their paved airstrip surfaces. At the same time, new craters
were actually painted onto runways to give the appearance of damage.
Aircraft were taken inside hardened shelters in an attempt to husband
them for a future day.
Because Iraq had many more shelters than aircraft, one never knew
if a given shelter housed an aircraft or not. It was an expensive shell
game and one that the Coalition would eventually win. Seen in the light
oflraq's inability to protect its aircraft, the puzzling flights to Iran by the
cream of Iraq's air force makes sense. This Machiavellian feat of realpoli-
tik was the best indication that hardened bunkers were no longer consid-
ered adequate protection.
Iraqi communication nodes were also a high priority throughout the
war. All methods of mass communication, television, radio and tele-
phone were crippled very early on. Command and control facilities
throughout the country were targeted and struck during the first two
weeks of the campaign. As these centers were destroyed, the Iraqi mili-
tary was forced to rely on secondary, even tertiary, means of communica-
tion. The attack on the Amiriya shelter, a secondary node also being
used as a civilian bomb shelter, was one such strike.
Despite the emphasis placed on severing Iraqi communications, Bagh-
dad always seemed to be able to reach its unit commanders when necessary.
That the Iraqis were able to coordinate a three-prong offensive into Saudi
Arabia surprised the Coalition and culminated in the battle at Khafji.
F-15Es were not involved in the actual operation due to the proxim-
ity of friendly troops and the fact that the Coalition's 48 Strike Eagles
were busily engaged hunting mobile Scud launchers at the time. Even so,
details of the battle are included here because the attack represents Iraq's
only planned offensive of the war. It also represents a microcosm of what
air power can and can't do on the modern battlefield.
Just because Eagles didn't participate in the real battle doesn't keep
you, as a player, from experimenting with "What if ... " type missions.
What if F-15Es with wings foll ofRockeyes rolled in on the 5th Mech divi-
sions assembly point prior to its moving out?
Battle of Khafji
On 29 January, three brigades belonging to the Iraqi 5th Mechanized
division tried to cross into Saudi Arabia. These units attacked in brigade
columns on a 60-mile front between the Gulf coast and the Wadi al
Batin running along Kuwait's western border. It was no surprise that the
attack failed. What was surprising was that the Iraqis were able to mount
it at all. It was quite a shock to Coalition intelligence services.
Until then, Coalition planners believed that the air campaign had
caused a breakdown in Iraq's military communications. But here was an
example of the enemy undertaking a difficult operation requiring a high
degree of coordination. Not only were three separate columns to con-
duct a simultaneous offensive, the attack was timed to coincide with an
amphibious landing on the coast and preceded by attempts at aerial
reconnaissance.
With the Iraqi Army, Navy, and Air Force all taking part, and given
the centralized nature of Iraq's command structure, the effectiveness of
the interdiction campaign must be called into question.
The USAF was instrumental in first detecting and then assisting
ground forces in breaking up this attack. First, ]-STARS aircraft detected
the 5th Mech Division's armored columns as they moved out of their
Persian
Gulf
SAUDI
ARABIA
Figure 6.2 The Battle

Iraq
of Khafji. Arrows
attacks
indicate Iraqi
movements.
staging areas behind the lines. These "eyes-in-the-skies" even counted

the number of enemy vehicles on the move south.
Even more amazing was the media's ability to chart the progress of
this attack as it unfolded. Back in the States, we learned from TV news
that enemy vehicles were advancing a full twelve hours before they hit
the front lines. That a man or woman sitting at home watching televi-
sion in the United States could be warned of an impending attack on the
other side of the planet was truly astounding.
With eyes all over the world now watching courtesy of Atlanta-based
CNN, three Iraqi brigades charged into history. Chronologically, contact
was first made by the western-most Iraqi column at 2020 hrs, 29 January
when it slammed into light armored vehicles (LAVs) belonging to the 1st
Marine Division. Attacking at night, the enemy played into the Marines'
hands. Marine LAVs engaged Iraqi tanks from behind a protective sand
berm using TOWs. Equipped with night vision scopes, the Marines were
able to defeat the Iraqis as they groped about in the dark.
A-10 "Warthogs" and A-6 "Intruders" were called in by FACs. The
A-6s dropped CBUs which appeared to have little effect on the advanc-
ing armor. An OV-10 "Bronco" appeared and directed two A-lOs on
their attack run. The "Hogs" swooped in and began firing their Maver-
ick missiles with lethal effect. Unfortunately, working this close to
friendly forces, mistakes were bound to happen. One A-10 hit a Marine
LAV and caused a number of friendly-fire deaths.
A short time lacer, the center prong of the offensive charged out of
the al Wafra oil fields in south-western Kuwait. The spearhead of this
attack also struck a Marine unit, the 2nd LAV Battalion/2nd Marine
Division. Like the first attack, this one collapsed under long-range anti-
armor weapons fired from the ground and air.
The third engagement of this offensive was perhaps the most impor-
tant. It certainly was the most widely reported. (Some, like myself, would
say over-reported.) The objective of this attack was a modest advance of
several miles followed by the occupation of Khafji, a deserted coastal
town in Saudi Arabia.
Khafji was hardly a military target, so chis attack was staged for
purely political reasons. Our news media obliged by blowing the signifi-
cance of this battle all out of proportion. If you didn't know better, you
would have sworn that Stalingrad had fallen rather than the small resort
town of Khafji.
Pretending to surrender by pointing their turrets to the rear, Iraqi
tanks initially brushed past the light Saudi screening forces in front of
them. While the Iraqi infantry entered the town, their accompanying T-
Figure 6.3 A-10

"Warthog" ready for
battle 62s clashed with Qatari AMX-30s. In a very short time, the Iraqi 15th
Mechanized Regiment ceased to exist, but by then, the infantry was
firmly established inside Khafji.
While air-conditioned reporters back in Riyadh and Dhahran were
portraying this as a stunning defeat, Coalition aircraft were swarming
over the battlefield. AV-8 Harriers, Apache gunships, and "Warthogs"
were busy destroying nearly eighty tanks on the outskirts of the town.
U.S . Marine reconnaissance teams which had been trapped inside Khafji
played cat-and-mouse games with Iraqi infantry. They called artillery fire
down on their own positions and an enemy force right in their midst.
Two days later it was all over. Saudi forces had taken their time
recapturing Khafji despite the attention being placed on the battle by
journalists. Important lessons were being drawn from the Khafji engage-
ment which would not become apparent to those outside the military
until much later on.
Caught between Iraq and A Hard Place

The Khafji offensive showed what would happen to Iraqi troops at the
hands of Coalition aircraft if they ventured far from their bunkers.
Remaining within their positions didn't protect them either. By the sec-
ond week of the war, the conscript army at the front was doomed;
destroyed if caught out in the open or buried in their trenches. Iraqi
ground forces in the KTO had 6 months to dig themselves in, thinking
they were strengthening their forces.
When it came time to defend themselves from air attack, they found
out it was like having both feet planted firmly in a bucket of cement.
Instead of becoming stronger, the Iraqi army had rooted itself in place,
helpless to fight against a mobile army like that fielded by the Coalition.
None of these observations is meant to detract from the magnitude
of the victory in any way. As outlined in the game manual, the air cam-
paign was a carefully crafted and brilliantly executed feat of arms. But to
expect the Air Force to have won the war single-handedly, as many out-
side the military have come to expect, is to ask the impossible. The
USAF was tasked with two principal missions; hitting strategic targets
behind the lines and providing tactical support to maneuver units at the
front.
As a matter of routine, the USAF divided the battle area into grid
squares called "kill boxes." Pilots were given certain squares to patrol day
after day. One benefit of this method was that pilots became intimately
familiar with their little piece of the war. After awhile pilots would rec-
ognize familiar landmarks like wadi beds, small sand rises, or even burnt-
out hulks of tanks hit during previous strikes. It helped them orient
themselves in the desert and gave them some idea of what they were
likely to encounter.
It may have appeared to some that the USAF was directing an air
effort designed to systematically pound the Iraqis into submission. If
indeed one day, the Iraqi leadership left Kuwait because of the bombing,
that would have been great. But as welcome as that outcome may have
been, Coalition planners could not count on this eventualiry. The air
campaign had to be part of a larger strategy, one that was designed to
force Iraq to comply with UN resolutions.
The Quest for Air Supremacy

During the planning stage of Desert Storm, it was assumed that Iraq
would aggressively challenge the Coalition for control of Iraqi airspace.
In the first three days, the USAF scored half of its total air-to-air kills
(31) for the entire war. But this was far below what was expected of an
air force boasting 600 combat aircraft. The general lack of any serious
opposition in the air pointed to the possibility that aircraft were being
husbanded for a future surge.
On the 7th day of the war (23 January), the Coalition realized that
Iraqi aircraft were hunkering down in their shelters. The ATO was
changed and these hardened shelters were made primary targets. It was
clear that the Iraqi strategy was to withdraw into its many shelters to
wait out the "Storm." Perhaps the Iraqi military believed that the thick
structures would preserve their aircraft while their national leaders
decided what to do.
But, in fact, it was already too late. The nation's integrated radar
and air defense system had been irreparably destroyed. Coordinating air
power was now impossible, and the shelters were proving to be inade-
quate protection. On Day 9 (25 January) all Iraqi air activiry ceased. No
flights of any kind were detected. Then, on the very next day (26 Jan-
uary), Iraqi aircraft were tracked flying into Iran.
Escape to Iran
From 26th January until the end of the war, flights to Iran made up the
vast majority of aircraft sorties. These flights raised many questions for
which there were no immediate answers. What was happening? Were
these flights an effort to save aircraft or were they defections? Was Iran
going to allow these aircraft to stage missions from Iranian airbases?
With the Iraqi Air Force out of the way, Coalition air power could
concentrate on the dual role it had to play throughout the war. First, it
was expected to perform strategic strikes designed to destroy Iraqi
weapons of "mass destruction" and the industrial infrastructure support-
ing their manufacture. Secondly, it was expected to perform strikes of a
tactical nature in direct support of Coalition ground forces.
Recap of the Gulf War

By war's end, it became clear that the Air Force had done its job exceed-
ingly well. Many believe that our success was due to the wonderful new
(and in some cases, old) technology we brought to the battlefield. The
videotape of "smart" bombs crashing through windows or plummeting
down air shafts is today a powerful reminder of the war. These images
will remain as much a legacy of the Gulf War as trench warfare was to
the Great War in 1914.
But are these images an accurate representation? Now that the walls
of war-time censorship have begun to come down, Gulf War revelations
are just now being made public. According to the Pentagon's own fig-
ures, less than 10% of the ordnance dropped on Iraq were so-called
"smart bombs." Coalition aircraft dropped 88,500 tons of bombs during

the war. Of this total, only 6,500 tons were precision munitions or
"smart bombs." As is plain to see from these figures, the overwhelming
majority of bombs were vintage unguided "dumb bombs" that the
fathers of Gulf War pilots probably carried in Vietnam.
Even the technology behind using lasers to designate targets and
guide bombs was nothing new. It had first been introduced late in the
Vietnam War and had become an instant success . LGBs accurately
dropped North Vietnamese bridges and other targets with a precision
that drastically cut the required number of sorties.
To the military analysts at MicroProse, the use of air power in
Desert Storm was less revolutionary than it was evolutionary. High-tech
weaponry and equipment did not revolutionize the manner in which the
war was fought. It only made the weapons more accurate and easier to
use, reflecting generational improvements.
Looking back, Desert Storm showcased the positive changes made in
America's military forces since Vietnam. But despite the very convincing
display put on by the USAF, warfare was not revolutionized. It still
required a considerable ground effort to advance and occupy objectives
in the KTO.
The focus of this theater is Kuwait. The Iraqis have taken it; now we
want it back. As a pilot, your mission is to make life so miserable for
average Iraqi soldiers that they'll leave Kuwait of their own volition. If
we can discourage enough of them, a bloody ground war won't become
necessary.
Unfortunately, the tyrant in Baghdad won't allow his forces to with-
draw regardless of how much they are made to suffer. Saddam Hussein
has stationed his loyal Republican Guards in the rear to prevent his less
steady troops from running. And as if that wasn't enough, the Butcher
of Baghdad has placed execution squads behind his lines to make exam-
ples out of those men caught trying to desert.
I want to say a word or two about the Iraqi Air Force. I think
they did rather well under the circumstance. They' re a pretty
ENEMY FORCES
good outfit. They happen to be the second best air force in this SUMMARY
fracas. Having the second best air force is like having the second
best poker hand. It's often the best strategy to fold early. I think
they folded early. The lesson for us is we never want to enter
combat with the second best air force.
-General Merrill McPeak
USAF Chief of Staff
At the time of the Kuwait invasion, Iraq's military was both large
(over 1 million men) and well equipped with modern Soviet tanks,
APCs, artillery, and aircraft. The August 2nd invasion sparked an
intense debate among western observers tasked with assessing Iraq's mili-
tary capability. In the aftermath of the Iran-Iraq war, was the Iraqi army
battle hardened or battle weary? Would the Coalition be facing disaster
in the desert at the hands of experienced soldiers, or would the Iraqi
army disintegrate into rabble at the first provocation?
Obviously, the answers wouldn' t be known until after war was
declared. On paper at least, the military looked formidable. Iraq put this
huge army on display from time to time to assert its dominance in the
reg10n.
By intimidating its Gulf neighbors, Iraq could conclude favorabl e
agreements as a member of the Organization of Oil Exporting Coun-
tries, better known as OPEC. When setting production quotas or deter-
mining the price of a barrel of oil, Iraq found it helps the negotiations to
have a large military force on standby.
The Iran-Iraq War

The Iraqi military was not all bluff and bluster. The Army had gained
experience as well as prestige by fighting Iran to an 8-year standstill. The
Iran-Iraq war had been a study in positional warfare, fought with tactical
finesse reminiscent of World War I attrition. But at least it proved that
Iraqi soldiers were not lightweights. If properly motivated, they could
expected to perform reasonably well.
The Iraqi Air Force had also performed reasonably well in this con-
flict. Iraqi aircraft assumed both the ground support and strategic bomb-
ing roles. Several hundred sorties a day could be mounted in surge
operations for limited periods of time. When the war began in 1980, the
Air Force had roughly 360 combat aircraft and 28,000 men. There was
also a 10,000-man air defense force manning triple-A and SAM batteries.
Observers often commented that Iraqi pilots could fly but had trou-
ble aiming and shooting. Air-to-air engagements early in the war were
usually concluded after a single missile shot or when the pursuer was
unable to keep his prey from escaping. Dogfights were initiated at
medium altitudes where their inferior heat-seeking missiles (AA-2 Atolls
and early Sidewinders) would not be affected by proximity to the
ground. As the fight got closer to the ground, the lack of precision flying
skills on both sides would force an end to the battle.
Iran was more often than not the victor of these early dogfights.
Because neither side was very good at air combat, dogfights tended to
last longer than normal. The fuel advantage of Iranian F-4 Phantoms
over Iraqi MiGs was the deciding factor. Iranian pilots were frequently
given free shots at the Iraqis when they turned for home low on fuel.
Iraqi Ascendance
The war took a decided turn in favor of Iraq after 1982. Better training
and an inventory full of newer French-made equipment was making a
difference in Iraqi performance. Pilots benefited by the increased num-
ber of sorties. Iran, however, found itself on the wrong side of the main-
tenance curve. The U.S. embargo on military supplies and spare parts
crippled Iran's force of American jets. Only by cannibalizing aircraft
could Iran keep flying. As the war progressed, Iran was eventually left
with less than 50 functional interceptors and these were rarely seen.
The so-called War of Attrition (really a war within a war) opened in
1984 with sporadic Iraqi air operations against Iranian oil facilities in the
Gulf. Using French-made Super Etendards, Iraq repeatedly attacked Ira-
nian tankers, off-shore terminals, and storage facilities from Bandar Abbas
to Kharg Island. These strategic air operations made it extremely difficult
for Iran to ship oil abroad. Without the hard currency brought in by for-
eign oil sales, Iran's ability to finance the war was severely affected.
Following the failure of their offensives, both Iran and Iraq were
now simply seeking to wear down their opponents on the ground. Each
hoped the other would grow tired of the war which entered a new phase
in 1986.
The War of Attrition gave way in 1986 to the "Tanker War." Iraqi
pilots virtually laid siege to Iran's largest terminal at Kharg island. Alter-
nate loading stations in the Gulf, such as Larak and Sirri islands, also
came under increasing Iraqi air attack. But when oil tankers belonging to
neutral countries started coming under attack, the U.S. was called upon
to ensure their safety.
The U.S.S. Stark Incident

On 17 May, 1987, at approximately 9: 12 PM, the USS Stark was struck
by two Exocet missiles fired from an Iraqi Miraqe F-1 EQ The frigate
was hit while on patrol in support of the escort operation some 85 miles
north of Bahrain. The first missile struck the port side of the ship but
failed to explode. Excess propellant, however, was sprayed throughout an
occupied sleeping area.
Figure 6.4 The Mirage

F-1 was used
extensively by Iraq in
the "Tanker War" to
strike Iran's economic
targets within the
Persian Gulf.
A second Exocet struck the ship seconds later in the same general
area. This one did explode and ripped open a huge section of the ship.
Thirty-seven members of the crew lay dead. Eleven more were badly
injured. The Stark incident, although accidental, proved that the Iraqi
Air Force was quite capable of using the high-tech weaponry it had
purchased.
The Iran-Iraq War had proved ultimately to benefit the Iraqi Air
Force. It was able to replace its older Soviet equipment with newer air-
craft made in the west. The advanced avionics and equipment associated
with these western-built aircraft gave Iraq capabilities it had never had
before. The war gave Iraq the chance to practice with its new toys.
Post-War Changes
During the war, Iraq made a conscious decision to emphasize quality
over quantity. Maintenance and support of a large number of aircraft
was simply beyond their capability. Rather, it was better to service and
repair a few very effective aircraft than have to maintain mass formations
to achieve the same results.
Following the war, when the possibility of a coup was more of a
threat than a renewed war, an effective Air Force was the last thing Sad-
dam Hussein wanted. Iraq reverted back to emphasizing quantity over
quality. It was now far more important to have a very visible force on
hand with large numbers of aircraft.
In the late 80s, the Air Force was being expanded for display pur-
poses only. Hussein was keenly aware that properly trained pilots could
be used against the dictatorship in the event of a revolution or coup. It
mattered little if pilots were properly trained. The last thing a dictator
needs are a number of trained pilots capable of bombing the presidential
palace. An air force good at dropping bombs is a liability and a threat
during a coup.
CHAPTER 6: P ERSIAN G ULF THEATER: D ESERT ST ORM SCENARIO 211
The Numbers Game and Iraqi Invincibility

Prior to the Gulf War, the news media in this country, fell victim to the
same propaganda that Iraq had been mesmerizing its neighbors with.
Caught up in the numbers game, the size of the Iraqi Air Force received
daily treatment in the press. So what if half the pilots couldn't drop a
bomb and successfully hit a target? So what if Iraqi pilots seldom flew at
night or in poor weather conditions?
Being the astute military observers we know them to be, network
news organizations also made much out of the Iraq's supposed expertise
in desert warfare. Reporters pointed to the lengthy Iran-Iraq war and
claimed that the United States would have difficulty defeating Iraqi sol-
diers in the desert. We would be out of our element once engaged in the
sand and taking on the masters in their own backyard. At least that's
how the story line went.
Well, once again the commentators went out of their way to prove
how little they actually knew. These "Ken and Barbie" anchors were pre-
dicting 20,000 to 30,000 casualties to occur in a ground war lasting
weeks, if not months. Stick to traffic and weather reporting, guys. Leave the
military stuffto people qualified to make informed analysis.
Like the Air Force, the Iraqi army was big but poorly skilled. It con-
ducted very little of its training in the desert. Commanders and troops
alike feared becoming lost in its featureless waste. Luckily for them the
Iran-Iraq war was fought primarily in southern Iraq near Basra and the
Faw peninsula. These areas are not deserts but salt marshes complete
with towering 6-foot-high reed grass.
Heavy fighting also occurred periodically in mountainous regions
along the border opposite Baghdad, Mosul, and Kirkuk. This area is
hardly known for having an abundance of desert terrain.
If one takes the time to analyze the Iraqi deployment prior to
"Desert Storm", it conspicuously avoids stationing large units in the
desert even though it concedes an obvious open flank. Could it be that
the Iraqi high command was adverse to fighting in the deep desert and
chose instead to pack its men into Kuwait?
The United States Army on the other hand regularly conducts train-
ing exercises at its National Training Center (NTC) . The NTC is
located in the Mojave Desert at Fort Erwin, California. Army units are
rotated through the NTC and made to perform against a "live" enemy
force schooled in Soviet-type tactics. Like the Air Force's RED FLAG,
these exercises are realistic and designed to point out shortcomings in
tactics before reaching an actual battlefield.
So, far from being unskilled in desert warfare, the United States
Army actually had more practical experience in desert warfare than its
opponent. Iraqi superiority in the desert was a myth.
The whole argument that the U.S. would go down to a bloody defeat
due to a lack of training was based on a fallacy. Of course to those Ameri-
cans in opposition to the war, doom-sayers in the media fed their fears
and gave them just one more reason to hope the U.S. would stay out.
In many ways, Strike Eagle Ill's Desert Storm scenario is much
more difficult than the actual campaign. To begin with, the Iraqi pilots
you face in this scenario are aggressive and competent. There's none of
this business of trying to escape to Iran; that's not an option in this sim-
ulation. The Iraqi pilots you encounter in this scenario are out to win,
not just survive. When you see them, they'll be coming for you, not try-
ing to get away.
At the beginning of the Iran-Iraq war, Iraqi pilots in their MiG-23s
shied away from the Iranian pilots flying F-4s and F- l 4s. Later, afrer
gaining some experience, they proved more willing to engage Iranians in
air-to-air combat. When French-built Mirage aircrafr became available,
Iraqi pilots were said to equal the flying skills of their French instructors.
The Air Threat

The Iraqi Air Force by Middle East standards was exceptionally large. Its
pilots and aircrafr demonstrated technical skill and prowess during the
Iran-Iraq war. If it had been given proper training and supported by an
adequate maintenance plan, Iraq could have contested the skies over Iraq
and Kuwait for several weeks.
The following summary lists in detail the aerial opposition that mis-
sions over Iraq are likely to encounter. The numeric symbol inside the
< > is the TEWS display signature of the particular aircrafr's radar.
MiG-21: <4> Single-mode Search and Track radar,
lx 23mm gun, carries one of four possible
configurations:
A: (4) AA-8 heat seekers or
B: (2) AA-2C radar-guided and (2) AA-8 heat seekers
or
C: (4) AA-2D heat-seekers or
D: (2) AA-2C radar-guided and (2) AA-2D heat
seekers.
Iraq possesses more MiG-21 interceptors than any other single type
Figure 6.5 The MiG-

21 "Fishbed"
of fighter, between 150 and 200. As such, the "Fishbed" represents the
backbone of the Iraqi Air Force. Fortunately, this aircraft is not much of
a threat to an F-15. Still, an Eagle driver would not want to mix it up
with a MiG-21 while loaded with bombs. When first produced in 1955,
the MiG-2l's delta wing was a departure from earlier MiG designs. Drag
was kept to a minimum in straight flight, but handling at low speeds was
poor and hard turns at high G caused energy to bleed off quickly. The
MiG-21 has a wide variety of weapon configurations and can potentially
attack from any target aspect. Don't lock yourself into any particular
flight profile until the MiG reveals its armament. Assume it is carrying
all-aspect radar guided missiles and act accordingly.
MiG-23: <3> Multi-mode Search and Track radar,
lx 23mm gun,
(2) AA-7, AA-2c radar-guided and
(4) AA-2D, AA-8 heat-seekers
The Iraqi Air Force owned only twenty MiG-23s configured as
interceptors at the start of the war. It was the first Soviet aircraft
intended to conduct BVR combat at long range with radar guided mis-
siles. As such, this aircraft tends to suffer from having only average
maneuverability and poor pilot visibility. It does have good speed, how-
ever, better than that of the MiG-27. It also was the first Soviet aircraft
to possess a demonstrated "look-down/shoot-down" capability. When a
MiG-23 is equipped with AA-7 missiles, expect aggressive head-on
attacks. Fortunately, the F-15 carries radar guided missiles that out-range
the Flogger's sting. The trick to defeating this aircraft is to keep it at
arm's length.
No gun, carries one of two possible configurations:
A: (4) AA-6, AA-7 radar-guided or;
B: (2) AA-6 radar-guided and (2) AA-8 heat seekers
The MiG-25 "Foxbat" was a real shock to western intelligence when

it was first detected high over the Sinai. There was a feeling of impend-
ing doom attached to this aircraft like none other in Cold War history.
Now we know that much of that fear was unfounded. If only the Soviets
could have hung bombs on this aircraft, they would have had something.
fu it was, the MiG-25 was merely a very fast, high altitude reconnais-
sance aircraft. No other combat aircraft could match its top speed of
mach 2.8. Expect this aircraft to make straight-in single pass approaches
at a high rate of speed. It will engage you at long range with radar guided
missiles rather than enter a turning battle. Seek to gain an altitude
advantage against the Foxbat where possible in order to slow him down.
Use the vertical but look for ways to force the MiG-25 into turning
fights.
MiG-27: <5> Range-only radar,
lx 30mm gun,
(2) AA-8 heat seekers
The MiG-27 "Flogger" is a variable-sweep, strike aircraft. It is an
improved ground attack version of the MiG-23 which features an
advanced nav/attack system. It also possesses a target designator allowing
it use laser-guided bombs. The MiG-27 "Flogger" is internally strength-
ened to accommodate a larger bomb load and better performance enve-
lope. Strictly speaking, if you encounter a MiG-27 acting as an
interceptor, its lack of radar missiles makes it less of a threat than its pre-
decessor. Treat it as you would a normal MiG-23 but recognize that,
acting as a fighter, this aircraft is outclassed.
MiG-29: <1> Pulse-Doppler Multi-target Search and Track radar,
lx 30mm gun,
(4) AA-lOA, AA-lOC radar-guided and
(2) AA-lOB, AA-11
The MiG-29 "Fulcrum" is an excellent fighter/interceptor. It com-
bines maneuverability with a high thrust to weight ratio. Only the best
(and most trusted) pilots will ever get to fly one of these aircraft. Iraq
began receiving MiG-29s even before the end of the Iran-Iraq War.
Western intelligence gives Iraq credit for possessing at least 38 Fulcrums
with an additional 10 unarmed trainers. Expect it to launch its AA-1 Os
from just under 20 nautical miles from a head-on aspect. It will then
attempt to close and finish off an intruder with its Archers. The MiG-29
is a match for a Sparrow-equipped F-15. In this case, the winner will be
Figure 6.6 The MiG-

29 "Fulcrum"
the first aircraft to get in a shot. A "Fulcrum" will use ACM to dodge
your missiles while dosing in to attempt a missile shot of its own.
Su-20: <4> Single-mode Search and Track radar,
2x 30mm guns,
(2) AA-2C, AA-7 radar guided and
(2) AA-20, AA-8 heat seekers
The Su-20 "Fitter" was designed as an exportable strike/fighter to
replace the aging Su-7. These aircraft make up the majority of Iraq's
ground attack capability but spent the war cowering in their hardened
shelters. The Fitter can be a formidable air-to-air foe when cartying AA-
7 Apex missiles. These missiles have a range and performance compara-
ble to the US Sparrow. They can make life difficult for any F-15 crew
concentrated on bombing ground targets. Since the Su-20 can hang two
of the missiles from wing pylons, expect to be engaged at long range and
then again at short range with all-aspect "heaters."
Su-24: <5> Range-only radar,
lx 30mm gun,
(2) AA-8 heat seekers
The Su-24 "Fencer" was the first Soviet aircraft since WW II to be
designed strictly as a ground attack aircraft. It is intended to utilize
advanced avionics and targeting systems to replace the MiG-23 as the
Soviet's premier two-seat, all weather strike fighter. The Su-24 is almost
50% larger than the MiG-23 but retains some of the former's maneuver-
ability. The Fencer can be likened to the USAF' s F-111 except that it
does not possess the same deep-strike capability. Even so, the Su-24 is
the only aircraft in Iraqi inventory that realistically has a chance of pene-
trating Israeli airspace. This makes the Fencer a target of prime impor-
tance and one worth going out of your way for. These aircraft are rarely
spotted with non-Soviet crews. If you spot one during play, assume that
it is manned by Soviet "volunteers." The Su-24 will use its speed and
low-level flying ability to escape a dogfight or close for a kill.
Su-25: No radar,
lx 30mm gun,
(2) M-2D heat seekers
Iraqi "Frogfoot" aircraft did not get much of a workout during the
Gulf War. It is an extremely deadly strike fighter designed for an anti-
armor role much like its western counterpart, the A-10 Thunderbolt II.
The aircraft lacks a radar to acquire its targets, therefore it relies on visual
detection or GCI information. The Su-25 is very maneuverable even
under the weight of its own bombs. However, it is not fast. Expect this
aircraft to use its excellent turning ability to reach a tail aspect where it
can use its missiles. Avoid getting into a scissors battle with this aircraft;
it has excellent low speed handling which the F-15 cannot match with-
out stalling. The Achilles' heel of this aircraft is its short legs. This lack
of range didn't seem to prevent seven of them from seeking asylum in
Iran, however.
Mirage F-1: <3> Multi-mode Search and Track radar,

2x 30mm DEPA guns,
(4) R.530 radar guided and (2) MAGIC heat seekers
The French-built Mirage F-1 is one of the more capable aircraft in
the Iraqi inventory. These aircraft were imported into Iraq beginning in
1986 and used extensively during the subsequent "Tanker War" to fire
the ship-killing Exocet missile. (It was an F-1 which hit the USS Stark.)
This aircraft is a departure from its delta-winged predecessors, the
Mirage III and Mirage 5. It is very fast (780+ knots) and exceedingly
maneuverable. The F-1 also carries a good avionics suite and a well-
rounded complement of air-to-air missiles.
Figure 6.7 The Su-25

"Frogfoot"
The Ground Threat

Kuwait is jam-packed with ground troops awaiting the start of the Coali-
tion's ground campaign. They have taken advantage of the six months
given them since their invasion to dig in. And dig-in they have. Field
fortifications, improved positions, and trench lines extend for 60 miles
along Kuwait's border with Saudi Arabia.
These positions are protected from air attack by heavy concentra-
tions of triple-A guns ranging from rapid firing 20mm guns up to twin-
mounted 1OOmm cannons. This protection extends from the ground up
to an altitude of 10,000 feet.
Iraqi possesses approximately 10,000 pieces of anti-aircraft artillery.
Most of these are 23mm and 57mm guns located in stationary firing
positions and at least 3,000 of these are in Baghdad alone. The basic
effect of tossing all this lead up into the sky is to force your aircraft to fly
at altitudes where it can be more effectively engaged by SAMs.
In addition to triple-A emplacements, Iraqi ground units in Kuwait
are equipped with SA-7 shoulder-launched "Grail" missiles. These mis-
siles are tail aspect heat-seekers and have an effective range of up to 10
nautical miles. Mechanized formations in Kuwait have replaced these
older model SA-7s with newer, more capable SA-14s.
Surrounding Kuwait City are seven HAWK missile batteries which
formerly belonged to Kuwait. These missiles were presumed to have
been captured intact during the August 1990 invasion. Currently, there
are six of these batteries stationed south and west of Kuwait City. The
seventh is deployed on the southern tip of Bubiyan island.
No one is quite sure how well the Iraqis have integrated the
HAWKs into their air defense system. The missiles may be inoperable
simply because the Iraqis lack the technical knowledge to make them
work properly. Don't count on it, though. They have had six months to
extract information from their Kuwaiti POWs.
The Iraqi SAM system is centered around its major cities. Besides
Baghdad, the cities of Basra, Kirkuk, and Mosul all have SA-2 and SA-6
batteries guarding them. These sites are usually deployed in concentric
circles around each city. The longer-ranged SA-2 missiles are placed
nearest to the city in order to create layered and overlapping coverage.
One of the most effective means of air defense the Iraqi's possessed
was the threat to place civilians and Coalition pilots in harm's way. Dur-
ing the build-up to the war, foreign nationals caught in Iraq after 2
August were held at strategic locations through Iraq.
Used as "human shields" to prevent bombing, this blatantly criminal

act was widely condemned by the world community. When Margaret
Thatcher, Prime Minister of the UK, accused Saddam of "hiding behind
the skirts of women," Hussein relented and released his hostages. To a
man who considered himself to be a modern day Saladin, it was the per-
fect affront.
After the war started and Coalition pilots began to be captured,
Hussein again threatened to use them as pawns. He put the downed
pilots on national television and forced them to "denounce" their gov-
ernments after being subjected to beatings.
THEATER The Kuwaiti Theater of Operations or KTO is completely dominated by

two major rivers; the Tigris and the Euphrates. Just as the Nile gives life
GEOGRAPHY to the sands of Egypt, the confluence of these major rivers has caused
this region to be known as the "fertile crescent. " Because of this theater's
peculiar geography, Iraqi air defense centers are deployed in a linear fash-
ion from northwest to southeast. They are deployed in this fashion
because the major Iraqi cities are located along the length of these rivers.
The Tigris and Euphrates effectively divide the region and separate
the Iraqi Army in Kuwait from its sources of supply. In order to reach
the army, supplies must cross over at least one of these rivers. The
bridges over these rivers are primary targets for Coalition bombing.
Dropping these spans will prevent supplies from reaching the front.
The road network in this region is limited, a single artery running
south from Basra is all that feeds the front. When the Iraqi army with-
drew from Kuwait, this road became known as the "Highway of Death."
Iraqi vehicles in convoy were caught in the open and trapped on this
road by Coalition bombers. Photographs of the resulting destruction are
included in the instruction manual.
Over half of this theater world is made up of hard-packed sand. It is
in fact the predominate terrain from Kuwait and southern Iraq to the
bottom edge of the campaign map. As such it is completely flat, without
undulations. Takeoffs and landings (TOLs) at Saudi Arabian airfields
may be made at night without fear of striking elevated obstructions.
Usually this is not a great concern since the F-15 is equipped with
advanced avionics. However, if the aircraft loses its ILS or HUD FLIR,
flying at night without running into something can be a chore.
A small portion of northeastern Iraq is made up of mountainous ter-
rain. These mountains are part of the Zagros range which generally sepa-
rates Iraq from Iran to the east. This area is usually avoided since few tar-
gets are located here and the mountains cannot be used as ingress/ egress
routes.
The Persian Gulf lies in the eastern portion of the theater. For
pilots, there is no difference between the Gulf and the desert, both lie at
sea level. The Gulf does provide pilots with an area that is not so heav-
ily defended. Unfortunately, using it as an ingress route dumps pilots
out between Kuwait City and Basra. This area is extremely well
defended.
To the northeast of the Gulf lies Iran. As a matter of history, Iran
was neutral during the Gulf War. Hussein gave back the remaining sliv-
ers of Iranian territory he still possessed to ensure Iran would stay that
way. The flights into Iran preserved Hussein's airforce for another day (if
he can get them back). But by flying the best of his aircrafr to Iranian air-
fields, they were effectively removed from the war.
In Strike Eagle III, pilots are cautioned to stay out of neutral coun-
tries like Iran. Stay within the lines. Don't chase fleeing aircrafr across
political boundaries, and under no circumstances drop ordnance within
neutral borders. If you want to sightsee, fly a QUICK START mission
and slew your aircrafr around the countryside.
"The Basket" (N2815 E4736)

Kuwait City lies directly along the route many of your missions take in
order to strike targets near Basra. It looks relatively harmless, but don't
be fooled by this facade. Missions flown out of Bahrain, Qatar, and east-
ern Saudi Arabia which require you to fly near Kuwait City are killers.
There are three major airfields. each with two runways, in the vicinity of
Kuwait City. These airfields form a triangle, known as "The Basket," to
the south and west of the city.
"The Basket" is so named because it has a tendency to catch unsus-
pecting pilots (especially pilots trying to return home with damaged air-
craft) within a three-sided hail of triple-A fire. Such is the intensity of
triple-A that this area can be likened to the Bermuda triangle; those who
venture inside rarely escape. The suburban centers south of Kuwait also
have a nasty tendency to open up with their own anti-aircraft guns.
Kuwait's occupied airfields can generate waves of Iraqi interceptors
which seemingly pop up out of nowhere. Once inside "the Basket," no
matter what direction you turn, an enemy airfield is always in your "six."
"
-</-

er SA-6 battery
Ali Al Salem
Airfield
ci"'SA-6 ttery
AAAsites~.
Ahmed Al
Jaber Airbase-....._ =
\SA-6 battery
Figure 6.8 "The

Baskef' and
surrounding areas
Fighters coming up off the runways are immediately in position to
shoot. Hanging around in the "Basket" is not conducive to long healthy
careers in the Air Force.
As a general rule, avoid "the Basket." This is often difficult because
many missions, especially those generated from Qatar and Bahrain, use
this area as a route to and from their targets. Still if time and fuel permit,
it is worth going around this area. Unlike Baghdad, where you expect
heavy defensive fire, this area is a death trap which lets you fly in, then
springs shut behind you. If you can stay out, do it.
Kuwait City (N2823 E4753)

Like Paris is to France, Kuwait City is the heart of the nation of Kuwait.
A full eight out of every ten Kuwaiti citizens lives in this city which was
the primary objective of Iraq's August 2nd invasion. Terrified Kuwaitis
are hiding in their homes while in the streets Iraqi soldiers are busy tak-
ing everything that's not nailed down.
Located inside Kuwait City are several important targets. First, there
is a municipal power plant providing electricity to Iraqi troops occupy-
ing the city. The facility is located on the tip of the city's peninsula. Also
on the peninsula are valuable port facilities. Small ships bring supplies to
the Iraqi army since the overland route is so hazardous. Stockpiles of
food, fuel, and ammunition jam the docks while awaiting distribution.
The communications tower in downtown Kuwait City is being used
to relay messages to the troops farther south. Knocking this tower down
means that the Iraqis will have to use other forms of communication
that are easier to intercept.
Remember, causing civilian casualties is always regrettable in war.
The USAF never, never intentionally seeks to cause civilian deaths. It is
bad enough when they belong to the enemy but when they are your own
people, it is unconscionable. A pilot that mistakenly bombs friendly
civilians will not be flying for the United States any longer.
Kuwait is friendly territory. It may be occupied by Iraqis, but it is still
friendly territory. The civilians down there are our friends, so it is advis-
able to refrain from indiscriminate bombing. Aside from the usual civil-
ian areas, it is essential that the twin water towers near the shoreline be
spared. If these towers are destroyed, the civilian population of the city
will be without water until liberated. And who knows when that will be!
Figure 6.9 Kuwait City
BAGHDAD
and vicinity
Muthenna
Airfield
._..,__ Chemical
Weapons Plant
Bio Weapons
Plant
Saddam Hussein --..;;.......,___:
International Airport
/SA-2 Site
*
Figure 6.10 Baghdad
and vicinity
Baghdad (N3227 E4440)

In this theater, going "downtown" means bombing Baghdad. This is the
big league. Courtesy of CNN (Cable News Network) most of us saw first
hand the kind of triple-A being thrown into the night sky over Baghdad.
You've earned your bragging rights once you've successfully bombed
Baghdad and made it back safely. Although attacking Baghdad is haz-
ardous, the concentrated number of high-value targets makes it worth the
risk. If you ever had any doubts about realism, take out any tourist map
of Baghdad. The city has been duplicated down to the actual streets and
bridges. The important targets are all positioned correctly as well.
During the actual war, F-117A Stealth aircraft and Tomahawk
cruise missiles were tasked to strike targets in and around Baghdad. After
your first mission, you'll begin to see why. This city is even more heavily
defended by SAMs and triple-A than Hanoi was during "Linebacker II"
in the 1970s. In Strike Eagle III, Baghdad is the most heavily defended
city of all three theaters, at least in terms of triple-A.
The city is also guarded by a layered SAM system that is hard to deal
with. The approaches to the city are heavily defended by both fixed and
mobile SAMs. No less than seven SA-2 Guideline sites are positioned
around the city. Further out, there are at least as many mobile SA-6
Gainful batteries.
Baghdad is the nerve center of the Iraqi war effort. Its people have
been whipped into a frenzy of anti-American sentiment. This now
extends down to the man in the streets. The average Iraqi is now man-
ning anti-aircraft guns atop every roof in certain sections of the city.
According to the rules of war this should make the building a legitimate
target. Ah-but just try dropping a bomb on one of those buildings .
You'll be hounded by the press as a war criminal. (Not to mention the
points that'll be subtracted ftom your mission total)
Inside the city are some of the more crucial targets found in this the-
ater. To maintain control over the country's population, Hussein's
regime has centralized the military infrastructure. Fortunately, fearing
that he might one day be toppled by a counter-coup, Hussein had mili-
tary headquarters built above ground in unfortified buildings. This was
done in case it ever became necessary to retake them from disloyal mem-
bers of his own army.
It also has made these targets easy for Coalition bombers to get at and
destroy. Witness the ease at which a single F-117A took out the Air Defense
Ministry only minutes into the war. The Ministry building is located adja-
cent to Muthenna Airport in downtown Baghdad. When the time came, it
had all the protection of a high-rise apartment complex on wash day.
In addition to the Air Defense Ministry, some of the more impor-
tant targets in Baghdad include the Biological Weapons and Chemical
Weapons plants. These plants are located in the south-eastern outskirts
of the city along with the municipal Power plant. All three of these
plants are situated east of the Tigris river. Also east of the Tigris are three
important C31 towers. These towers provide a direct communication link
between Saddam Hussein and his troops in Kuwait.
Figure 6.11 Detail of

Baghdad, "the mother
of all triple-A batteries"
On the west bank of the Tigris south of the airstrip stands the Sajood
Palace. Located 80 feet underneath chis palace is one of several hardened
shelters designed for Hussein's personal use. Built by Swiss and West
German contractors, these shelters are designed to withstand even the
heaviest conventional bombing. These multi-level shelters are built on
layers of hardened rubber to absorb shock waves. They are complete with
barracks, work areas, and communication links with the outside world.
Even if the shelters remain intact, chose outside communication
links can be cut. In fact, they can be cut quite easily. Iraq maintains a
network of fiber-optic communication lines which emanate from Hus-
sein's underground bunkers. These lines cross the Tigris inside of Bagh-
dad's road bridges. Destroy one of these bridges and you've killed two
birds with one stone. You have stopped the flow of supplies and inter-
dicted enemy communications.
Basra (N2924 E4730)

The city of Basra is Iraq's second largest city and the principal supply
depot for Iraqi troops in the KTO. As such it represents a major target
for the Coalition air effort. Basra is a funnel through which most sup-
plies must pass before continuing south into Kuwait. Before the air cam-
paign, J-STARS estimated that about 20,000 tons of supplies were
moving into Kuwait daily. After the first week of the war, that total had
been reduced to 2,000 tons.
Basra is the Army headquarters for the Iraqi troops in Kuwait. It
contains a powerful GCI which is responsible for coordinating the air
defense of southern Iraq. The city, therefore, is heavily defended. South
of Basra are numerous SA-6 batteries and part of the HAWK sites tasked
with guarding the northern approaches to Kuwait City. There are also
two single runway airbases currently being used by Iraqi interceptors.
Ground troops in this area (mostly Republican Guard units) are well
equipped with mobile SA-8 SAM vehicles.
"The Elvis Mountains" (N3216 E4928)

Shouldn't these be the Elburz Mountains? If this range of mountains is
below you, you're off course. These mountains lie inside Iran which is a
neutral party to this conflict. If you're on a reconnaissance (looking for
Elvis) mission, that's okay. Be sure to overfly Tehran and the ocher
major cities. But don't drop any bombs while you are there. You won't
receive points for doing it and quite possibly may lose some.
H2 Airfield , Iraq (N3210 E3949)

H2 airfield was constructed years ago as a means of securing the oil
pipeline as it travels under western Iraq. This base is also one of two
major airfields able to launch airstrikes aimed at Israel. It is a major target
for Coalition planners for this reason. Attacking this target will take care-
ful planning as well as prior radar reconnaissance. There are no less than
five SA-8 mobile launchers surrounding this double-runway airfield.
H3 Airfield, Iraq (N3142 E3814)

Somewhat farther to the west near the town of Ar Rucbah is H3 airfield.
Actually, H3 airfield is not a single airstrip but an entire complex of mil-
226 F-15 STRIKE EAGLE III: THE O FFICIAL STRATEGY GUIDE
itary runways. Of all of Iraq's airbases, the H3 is nearest to Israel. Su-24

"Fencers" could attack northern Israel within minutes of taking off from
H3. Like H2, this airbase is guarded by a formidable air defense includ-
ing an SA-6 battery just to the south. There are SA-8 vehicles co-located
with ground troops nearby. The triple-A surrounding the airfield include
fixed guns and mobile ZSU vehicles. One word of caution, however. H3
is very near the border with Jordan. Even though Jordan is a sympathetic
ally of Iraq, it is still a neutral party to this conflict. There is a Jordanian
SA-6 battery west of H3 . Be careful not to bomb it by mistake.
Tallil Airfield, Iraq (N2939 E4550)

Tallil airfield is one of Iraq's major southern airbases. It lays just to the
south of the Euphrates river opposite the town of Al Nasiriyah. Because
it lies very close to the border with Saudi Arabia, T allil is heavily guarded
by mobile SA-6 and SA-8 SAM batteries. It is active and capable of
scrambling interceptors against missions into Kuwait. Tallil is far to the
east of the Tanker track and is generally unable to oppose missions sent
into northwestern Iraq. Tallil was one of the few airfields to be bombed
in response to Iraq's 1993 "No-fly Zone" violations.
USN Carrier Battlegroups

(Somewhere in Northern Persian Gulf and Red Sea)
There are two U .S. aircraft carrier batdegroups currently on station.
Because these ships are mobile, only their approximate locations can be
given with any certainty. Their mission is to provide additional striking
power in the form of naval attack squadrons.
The first group, stationed in the northern Persian Gulf, consists of
the USS Midway (CV-41) and six escort ships. Escorting the Midway are
five Guided Missile Frigates and one Guided Missile Destroyer. The
presence of American warships in the northern Persian Gulf is pinning
the Iraqi army to the beaches of Kuwait. A huge Marine contingent is
awaiting orders to conduct a full scale amphibious assault into the heart
of the Iraqi defense.
The second carrier group consists of the USS Ranger (CV-61) and
her escorts currently on patrol in the Red Sea. This batdegroup is posi-
tioned to keep an eye on Jordan and maintain the Iraqi embargo on
goods entering the port of Aqaba. Naval aircraft in the Red Sea often
stage from land bases prior to attacking their targets.
CHAPTER 6: P ERSIAN G ULF T HEATER: D ESERT ST ORM SCENARIO 227
U.S.S Wisconsin (Off the Coast of Kuwait)

The battleship USS Wisconsin (BB-64) and her five escort ships are cur-
rently stationed in the Persian Gulf just off the Kuwaiti shore near Fay-
lahkah Island. This battlegroup has two primary missions; 1) naval
bombardment in support of land operations and 2) launching Toma-
hawk missiles (TLAMs) against strategic targets deep within Iraq. At this
moment, the battlewagon's big guns are shelling Iraqi positions in
Kuwait in support of Special Forces Ops on the ground. Accompanying
the Iowa, are four Guided Missile Frigates and one Guided Missile
Destroyer. These ships are deployed in a screen to protect against attacks
from Iraqi Fast Attack Craft (FACs) that venture into the area.
Other Points of Interest

Iraq
Mosul (N3537 4254)
Falluyah (N3242 4338)
Kirkuk (N3448 4418)
Bubiyan Island (N2848 4759)
Faylaka Island (N2824 4811)
Iran
Tehran (N3141 5118)
Abadan (N2911 4809)
Tabriz (N3706 4718)
Holy City of Qum (N3411 5012)
Saudi Arabia
Riyadh (N2326 4653)
Khaf)i, Saudi Arabia (N2729 4809)
Bahrain-Mainland Bridge (N2504 5022)
Other Arab Capitals
Damascus, Syria (N3237 3627)
Beirut, Lebanon (N3307 3539)
Al Manamah, Bahrain (N2504 5037)
Ad Dawhah, Qatar (N2406 5136)
Persian Gulf missions are initiated from seven airfields south of Iraq. CAMPAIGN
These airfields represent the possible points from which F-15Es could be TACTICS
based. In addition to these seven, there is one KC-10 Refueling tanker
track giving players a total of eight different starting points.
Each of these starting points has a specific region of Iraq for which it
is responsible. Players are assigned to hit targets within these geographic
"kill-boxes" so that there is no need to sacrifice bombs for fuel. Even so
players may wish to increase their load of bombs at the expense of fuel.
Because the Persian Gulf theater revolves around an historical cam-
paign, the natural tendency is to examine your achievements next to
those obtained during the war. This will be an unfair comparison. There
is no real way to simulate the Iraqi confusion following the destruction
of their IADS. Iraqi aircraft in Strike Eagle III are aggressive and out to
intercept you at every turn. Once you are spotted, SAMs come up to
greet you very quickly and there are times when you are literally bathed
in triple-A.
During the war, F-15Es routinely flew their ingress at 5,000 or
higher to escape the worst of the ground fire. At a high difficulty level,
this would be suicidal. Therefore, if players are interested in creating a
historical environment for their missions, we suggest selecting a diffi-
culty level of Moderate.
A Moderate difficulty level slows down enemy responses and simu-
lates the destruction of Iraq's command and control network. Aircraft
are scrambled less rapidly because orders are reaching their airbases more
slowly. When they do get off the ground, these aircraft are flown by less
experienced pilots.
Remember, you may go back and reset all the reality switches to
either Standard or Authentic mode after setting the difficulty level. Play-
ing in Moderate difficulty best simulates the trouble Iraq had mounting
an effective air campaign.
Most of your missions will be staged from airbases located along the
west coast of the Persian Gulf. Unfortunately, in order to take a direct
Figure 6.12 KC-1 O

and F-15E in process
of refueling
route to their targets, these missions are required to overfly the danger-
ous region between Kuwait City and Basra. One option is co divert from
the direct route and seek an alternative. That's when you realize that
there really is no alternative route.
Farther east lays the neutral airspace of Iran which restricts you to a
narrow corridor. This route opens up as you gee farther north of Basra,
only to be slammed shut again. The SAM and triple-A sites which sur-
round the town of Amarah act like a cork, stopping up this route of
ingress. The overland route to the west of Kuwait City places "the Bas-
ket" directly in your path. This route also exposes your aircraft to heavy
triple-A fire from Iraqi Republican Guards units stationed in northern
Kuwait.
As you can see, these eastern missions are like sticking your head in
the tiger's mouth. You will have to fight your way in, conduce your mis-
sion in the face of heavy opposition, and then fight your way back out.
Sorry, but that's the way it is.
One option which avoids the majority of Kuwaiti-based opposition
is to fly a roundabout route far inland, west of Kuwait. However, this
route takes you near the Iraqi airfield at Tallil. In order to take chis
route, you will have to take along extra fuel in the form of wing tanks.
Wing tanks take up space on a hardpoinc that could be better put to use
by mounting bombs. Oh well-everything has its price.
Missions that start at the KC-10 Refueling tanker miss all the action
going on in northern Kuwait. The tanker track is located high over the
Saudi border with western Iraq and, fortunately, the heavy air defenses
around H2 and H3 are too far away to interfere.
Because these missions scare at 26,000 feet, you are almost immedi-
ately detected if you remain at this altitude. There is an important GCI
radar located west of the tanker track at coordinates (N3101 E3952)
which is capable of such long range searches. Take this radar out early in
a campaign, and your remaining missions will go much smoother.
Smoother, that is, until you realize that missions staged from the tanker
track require you to go "downtown." And going downtown in this the-
ater means only one thing- BAGHDAD, the mother ofall air defenses.
The desert environment is perfect for the type of low flying required
of pilots in this theater. In most areas, the desert is perfectly flat, giving
you the feeling of flying over a giant pool table. If you are detected, there
is no cover to hide behind or clutter up a radar image. The only way to
avoid being spotted is to get down low and get there early.
The Automatic pilot in conjunction with the Terrain Following
230 F-1 5 STRIKE EAGLE III: THE O FFICIAL STRATEGY GUIDE
Radar is designed to function at altitudes as low as 300 feet. It is recom-

mended that immediately after takeoff, pilots drop to this altitude,
engage the Auto pilot, and stay there for as long as they can. It may
make for a boring ride, but it beats having to walk home.
Iraq's air defense straddles its two primary rivers; the Tigris and
Euphrates. The farther away from these rivers you are, the safer you are
at higher altitudes. As you near these rivers, the density of both fixed and
mobile SAM sites forces you to get down on the deck and stay there.
The western desert of Iraq tends to be safer for aircraft at medium
altitudes of between 5,000 and 10,000 feet. It is a good idea to utilize
this area for transit purposes as much as your fuel load will allow. By
using a route which keeps you west of the three major lakes near Bagh-
dad, you effectively outflank most of the theater's heaviest air defenses.
Of course, if "downtown" is your target, you will still have to deal with
Baghdad.
The following summary lists the various takeoff points and their tar-
get regions. Use the mission map to assist you in identifying the various
target areas:
Doha, Qatar (N2403 5139): eastern Kuwait (including Kuwait
City)
Al Manarnah, Bahrain (N2511 5044): Basra region
Dhahran, Saudi Arabia (N2508 5011): western Kuwait
Jubayl, Saudi Arabia (N2556 4913): area oflakes north of Basra
Al Kharj "Al's Garage", Saudi Arabia (N2245 4752): narrow strip
of land stretching from Baghdad south to Saudi border
Riyadh, Saudi Arabia (N2355 4652): narrow strip ofland west and
south of Baghdad stretching to Saudi border
Tabuk, Saudi Arabia (N2725 3626): western Iraq including H2
and H3 airfields
KC-10 track over the Saudi border with western Iraq: all targets in
northern Iraq, including Baghdad.
THEATER
SCORING
Points for Downing Hostile Aircraft
Aircraft are worth an average of 50 points. The exact figure depends
upon the type of aircraft, air-to-air configuration of the aircraft, and the
difficulty level of the mission.
Single Ground Targets

NAME OR TYPE OF TARGET HIT TYPE POINT SCORE
Air Defense
AAA Gun Soft 20
SA-2 Soft 15
SA-6 Hard 25
SA-8 Hard 30
SA-9 Hard 15
SA-13 Hard 20
zsu 23/4 Hard 20
zsu 57/2 Hard 15
SAM Radar Hard 20
Naval Vessels
Missile Boat Soft 20
Iraq Landing Craft Soft 25
Merchant Ship Soft 30
VLCC Freighter Soft 30
Economic Targets
Oil Pump Soft 10
Fuel Tank (Farm) Soft 10
Fuel Tanker-Truck Soft 10
Oil Refinery Soft 40
Oil Rig {land) Soft 40
Off-Shore Rig Soft 50
Strategic Targets
Small Shed Soft 10
Mobile Scud Soft 10
Scud Storage Shed Soft 10
Hangar Soft 20
Tower Soft 20
Crossed Swords Soft 20
Palace Soft 40
Air Defense Ministry Building Soft 40
Hanger Hard 40
Bunker Hard 40
Bridge Section Soft 40
CommoTower Hard 40
Bridge Soft 50
Group Ground Targets

Nuclear Plant (100)
Cooling Dome Soft 40
Control Center Soft 20
Generating Plant Soft 20
Containment Building Soft 20
Chemical Weapons Plant (100)
Storage Tanks Soft 20
Pump Station Soft 20
Chemical Processing Center Soft 30
Manufacturing Annex Soft 30
Biological Weapons Plant (120)
Storage Building Soft 30
Operations Center Soft 30
Water Tower Soft 20
Biological Agent Plant Soft 40
Port Facility (80)
Warehouse (2 each) Soft 30
Crane Soft 20
Town (40)
Police Headquarters Soft 10
Town Hall Soft 10
Warehouse Soft 10
Comma Center Soft 10
City Block (120)
Triple-A Building (3 each) Soft 30
Building (3 each) Soft 10
Ground Control Intercept Radar (70)
Height Finding Radar Soft 20
Barlock Radar Soft 20
GCI OPs Building Hard 30
Power Plant (100)
Power Plant Soft 40
Power Lines (3 each) Soft 20
Field HQ (40)
Command Tent Soft 10
Supply Tent Soft 10
Troop Tent (2 each) Soft 10
Tank Platoon (30)

Command Tank Hard 10
Tank (2 each) Hard 10
Trade Post (40)
Truck Soft 10
Warehouse Soft 30
Ammo Storage (80)
Ammo Dump (2 each) Hard 40
CHAPTER
Korea: Return to
7
MiG Alley Scenario
SCENARIO BACKGROUND
The United Nations Connection

Although the Korean scenario is fictitious, it is based on a num-
ber of factual events. For some time, U.S. intelligence has been
aware of North Korea's progress in manufacturing nuclear
weapons. One of the most notable facilities in this program is
the secret nuclear complex at Yongbyon, north of the capital. It
is hardly a secret any longer.
In May 1992, North Korea agreed to allow inspectors from
the United Nation's International Atomic Energy Agency
(IAEA) access to the Yongbyon facility. But since that time,
North Korea has gone back on each one of its promises. On six
different occasions, UN inspectors have had their requests to
visit the sprawling plant turned down.
The United Nations representatives are especially interested
in gaining access to two buildings in which nuclear waste is
reportedly stored. Given that a close inspection of nuclear waste
would likely confirm the presence of weapons-grade plutonium,
North Korea has wisely stiff-armed all requests to visit the facility.
An ominous announcement was made in mid-March of
1993. North Korea's ambassador to the United Nations declared
that the Democratic People's Republic of Korea (DPRK) will no
235
Figure 7.1 The

Korean theater of
operations
longer abide by the Nuclear Non-proliferation Treaty. There would be

no point in making this announcement except to give diplomatic warn-
ing in advance of anticipated nuclear transfers. By publicly notifying the
world community that it doesn't feel constrained by this agreement, it
can hardly be accused of breaking its commitments later.
Also in mid-March, the United States concluded its annual "Team
Spirit" exercises with South Korea. The North Korean saber rattling
which always accompanies these maneuvers was not long in coming. Its
ambassador to the UN stated flatly that "war between the North and
South could break out at any time." The ambassador's cold delivery
managed to send shivers through the spines of all those listeners old
enough to remember the 1950 conflict.
CHAPTER 7: KOREA: RETURN TO MIG ALLEY SCENARIO 237
A Look into the Future

The manual's Korean scenario forecasted this likely occurrence back in
1992. Using a little critical analysis and more than just a little luck,
Strike Eagle III has managed to remain on the cutting edge of world
events. The hypothetical scenario invented for the Korean theater seems
less and less hypothetical as time goes by.
It postulates that North Korea has reached a decision at the highest
levels of government to go ahead with its plans to sell nuclear weapons
abroad. The U.S. believes that North Korea intends on purchasing mas-
sive amounts of Soviet conventional arms and equipment with the pro-
ceeds. The eventual purpose for acquiring all this military hardware is
undoubtedly forceful reunification with South Korea.
The Korean War 1950 Style

Communist North Korea since the end of World War II has always
sought to reunite North and South Korea under its political control.
Believing that the United States and its western allies would stay out of
any peninsular conflict, North Korea invaded the south in June of 1950.
But because Soviet delegates to the United Nations walked out of the
Security Council deliberations, the United States was able to pass a UN
vote which approved of using force to defend South Korea.
In a race against time, with DPRK troops sweeping southward, UN
troops, predominately from the United States, undertook the job of
defending South Korea. Within the first few months, the North Koreans
came very close to pushing the UN off the peninsula altogether. By the
fall of 1950, the UN was confined to a small enclave at the tip of South
Korea known as the Pusan Perimeter.
General Douglas MacArthur won fame for presiding over an
amphibious operation which turned the tide of battle. U.S. Marines
went ashore at Inchon on the west coast of South Korea near Seoul.
This landing threatened to cut off Communist supply routes to the
south and precipitated a general retreat. The retreat turned into a rout as
word of the landing spread amongst the North Koreans.
United Nations forces recaptured all of South Korea and chased the
beaten Communists almost to the border with China. At this point,
American troops believed the campaign to be over. North Korea had
been decisively defeated and occupied. It was exactly at this moment
that China chose to enter the conflict. Swarming out of the Yalu river
valley in overwhelming numbers, Chinese troops easily broke through

UN lines. A massive retreat in the dead of winter took place. Heroic
rearguard actions by Army and Marine soldiers prevented an even
greater catastrophe.
Flying from their safe havens north of the Yalu, Chinese MiG- l 5s
came close to sweeping the skies of UN piston-engined fighters and
bombers. For a second time in five years, the USAF was pitting its infe-
rior aircraft against an enemy equipped with jet fighters.
The first time this situation occurred was during the closing months
of WW II when the P-51 Mustangs fought it out with Germany's won-
der weapon, the Me-262. A tense air battle developed over the skies of
France and Germany which lasted right up until the end of the war.
Now, in 1950, those same Mustangs were taking on the Me-262 's
cousins, the MiG-15. Seemingly, very little had changed during those
interim years. The introduction of F-84 and F-86 jet aircraft was barely
able to restore parity to the situation. US pilots were better trained and
worked more as a team than their opponents. This tended to balance out
certain tactical advantages the Communists derived from having political
safe havens near the battle area.
The confrontation between the MiG-15 and F-86 was an interesting
historical irony. Both aircraft could trace their roots back to the Me-262.
When Germany was divided into Communist and non-Communist
spheres of influence so were Germany's scientists. Those scientists that
made it to the west helped produce the Sabrejet; those that went east
collaborated with the Soviets. Now, the skies of North Korea would
determine which side had the better Germans.
MiG Alley
Air power managed to slow the Chinese onslaught just enough to allow
UN troops to get away. UN bombers mounted fierce attacks against
Chinese supply lines across the Yalu river. (For political reasons, the
Figure 7.2 The MiG-

15 "Fagot, " scourge of
MiGAlley
bridges were allowed to remain standing.) The MiG-15s sliced into the
mass formations of bombers in the area directly south of the river. It was
close to Communist air bases in China and became known as MiG Alley.
And yet, while the Communist drive was slowed by bombing, it
could not be stopped. For the second time in the war, Seoul was overrun
by the Communists. This time, however, the lines were finally stabilized
just south of the capital. Until the end of the war, UN and Communist
troops would stare at each other across the narrow peninsula waist.
Despite the stalemate on the ground, MiG Alley was as active as ever.
Viscous air combat took place between F-86 Sabrejets and MiG- l 5s until
the end of the war. Strategic bombing of North Korea in 1951-52 was
first used to cut the Communist rail lines; Operations STRANGLE and
SATURATE. It didn't work. Peasant laborers beat the best bombs we
could drop. Later when Communist intransigence stalled the peace talks,
almost 500 strategic bombers attacked the North Korean capital.
Finally in 1953, with Stalin dead and South Korea's Syngman Rhee
reined in, the war ended. Last minute adjustments in the front line for
political reasons had cost the U .S. over 20,000 casualties. Once the hag-
gling over forced repatriation of POWs was concluded, the whole sorry
affair was finally over. A Cold War battle line had been drawn across the
38th parallel.
The Creation of the Demilitarized Zone (DMZ)

The 20 kilometer wide DMZ (Demilitarized Zone) which was created at
the end of the conflict formalized the division of the country like no
treaty ever could. Both sides erected trenches, barricades, and guard tow-
ers along the narrow waist of the peninsula. These twin lines would
mark the political boundaries of each country supposedly well into the
next century.
In the decades following the war, North Korea launched a propa-
ganda offensive which sometimes rivaled its military assault in intensity.
It was equally unsuccessful however. Nationalist and anti-American liter-
ature was distributed on college campuses in South Korea. Professional
Communist agitators masquerading as student leaders organized "spon-
taneous student unrest." Most of these demonstrations were directed at
the South Korean government, police repression, and what was termed
an "American occupation. "
North Korea continued a policy of destablizing the region. The
Pyongyang government was guilty of a series of provocative actions all
seen as attempts to intimidate the south. In 1968, North Korea was
linked to attempts on the Republic of Korea (ROK) president's life.

That same year, the infamous Pueblo incident took place. In 1969, an
EC-121 was shot down by North Korea aircraft and in 1976, North
Korean soldiers attacked and murdered two U.S. officers who were killed
with axes while clearing trees along the DMZ.
With the superpowers prepared to back their client states, an
unbreakable stalemate ensued. Both sides had to tread lightly due to the
specter of nuclear confrontation. The policy of "massive retaliation" left
little room for miscalculation, so the superpowers kept the lid down
tight on their respective allies. Kim II-Sung's invasion of South Korea in
1950 had taken the Soviet Union by surprise as well as the UN. Since
that time, the Soviets and Chinese have prevented North Korea adven-
turism. But in the late 1980s, something totally unthinkable occurred.
Downfall of a Superpower
Independence movements in eastern Europe gained momentum. East
Germany threw off the yoke of Communism, reunited with the West, and
together celebrated the destruction of the Berlin Wall. The Baltic states
were going and other European countries soon followed suit. The iron
grip of their Kremlin masters in the Soviet Union was forever broken.
Unbelievably, those in the Kremlin could not even maintain their
hold on the Soviet Union. A failed coup attempt in Moscow sparked a
total break-up of the country. The ethnic Russian minority was suddenly
lucky to hold on to what it had, much less worry about exporting a
failed ideology. With the downfall of the Soviet Union came a general
relaxation of tensions. The world was feeling pretty good about its
prospects for the future. The grim legacy of WW II was behind it now.
With the coming of the "New World Order," the United States was
encouraged to focus more and more of its resources at home rather than
abroad. An American introspective was inevitable now that the "Evil
Empire" had faded into history. It had been expensive, but the strategy
of containment begun decades earlier had finally paid off. With the Rus-
sian bear now caged, swords could be sheathed. It became less politically
fashionable to fund overseas forces especially with the growing problems
of America's inner cities.
The only ideology that interested North Korea's Kim II-Sung was
that of power. Whether that power was derived from a Communist
totalitarianism or that of a hereditary monarchy mattered little. When
Kim finally passed on at a ripe old age, his son inherited the mantle of
government as well as his ambition. The young Kim Jon was given a set
of circumstances which better allowed him to pursue that ambition.

In 1965, at the height of Sino-Soviet tensions, North Korea was able
to obtain from the Soviet Union a research reactor. This nuclear reactor
had only a limited capacity of several megawatts, but it was a start. In the
1970s, it is likely that this reactor was upgraded to a 30-megawatt gas-
cooled model provided by the Chinese. Presently, the Yongbyon com-
plex houses a 50+ megawatt reactor, and rumors abound about it being
able to produce nuclear weapons.
The collapse of the Soviet Union has had two beneficial effects for
young Kim. A large amount of Soviet military hardware is now being
offered on the open market at a cut-rate price. Secondly, the United
States can no longer oppose Communism overseas while ignoring its own
domestic problems. Troops and equipment belonging to the 2nd Infantry
Division are being flown home from Korea in increasing numbers.
Return to MiG Alley

Strike Eagle Ills "Return to MiG Alley" scenario begins following an
attempt by North Korea to sell its nuclear weapons to Iraq. Young Kim
is hoping to use hard currency generated by these sales to purchase con-
ventional military equipment. With this conventional equipment, he
hopes to attempt a second invasion of South Korea. So far, however, he
has been frustrated. His first attempt to transfer a nuclear device has
been intercepted at sea.
With the mysterious sinking of South Korean merchant ships and
deliberate downing of an American P-3 aircraft, the White House has
been compelled to react forcefully. The United States cannot simply
institute a blockade of North Korea and run the risk of a device getting
through to Iraq. Therefore, the President has decided that North Korea
must be dissuaded from any further illicit attempts to sell nuclear
weapons.
North Korea has embarked on an ambitious biological research and
experimentation program using anthrax and cholera bacteria. With a
large complement of Scud and FROG SSMs, these bio-weapons could be
delivered directly into the air over South Korea's large urban population.
Facilities for manufacturing bacteria cultures, like the one near Sunchon
(N3857 El2540), have been built throughout the country. Numerous
storage areas associated with biological warfare have also been identified.
The same holds true for chemical weapons. North Korea has been
developing chemical weapons since the 1960s. There's no reason to
believe that the DPRK's program is any different than the Soviet's own
programs. It is likely that a mix of nerve and blood agents are manufac-
tured and stored in underground facilities away from the prying eyes of
US intelligence satellites.
The Complex at Yongbyon

The Joint Chiefs of Staff, working late at the Pentagon, have reached a
consensus that surgical airstrikes will be necessary. The president has
been handed a recommendation that "unconventional" facilities manu-
facturing weapons be attacked. The Yongbyon nuclear complex north-
east of Pyongyang is but one in a whole list of suspected targets.
Figure 7.3 The Diplomatic efforts have to date been unsuccessful in convincing
Yongbyon nuclear North Korea to cease producing nuclear weapons for resale. The Presi-
complex north of
Pyongyang dent has ordered the military into action following the loss of the P-3
Orion. Using information furnished
by South Korea, the list of targets has
been expanded to include airfields,
radar installations, and air defense
sites. To prevent North Korea from
using unconventional weapons
against South Korea, biological and
chemical warfare plants are also tar-
geted.
As a member of the USAF's
335th Squadron/4th Tactical Fighter
Wing, you are now called upon to hit
a variety of nuclear and conventional
targets. You will be taking your
F-15 into some of the most heavily defended areas of North Korea.
The conflict will almost certainly escalate into a major air campaign.
ENEMY FORCES The average North Korean soldier leads a hard life. His living conditions
SUMMARY can best be described as spartan, and strict punishment is meted out at
the slightest infraction of discipline. His political training continues to
be mandatory. But politics aside, his sincere desire to reunite his country
is a strong motivator. Expect him to be a dangerous opponent who will
fight rather than surrender, even if cornered.
North Korea has at its disposal a force that is actually larger than
that which was available to Iraq prior to the Gulf War. Not only is it
larger, but it is also better trained, better led, and much more aggressive.
Compared to the Iraqi conscript, the DPRK soldier is infinitely more
dangerous. The individual toughness of the North Korean soldier is well
known; just ask any veteran of the 1950-53 war.
The DPRK is supremely well equipped for a conquest of South
Korea, absent the United States. Its conventional ground forces boast
well over forty full-strength divisions, including over 3,500 MBTs and
2,000 APCs. In addition to these regular forces, it can call on some 23
"Pacification" divisions (actually Workers and Peoples Militia units).
This force is poised along the Demilitarized Zone (DMZ) and ready
to descend down the peninsula at a moment's notice. Despite the rough
terrain it must negotiate, this army has been built for speed. Remember-
ing that in 1950 it almost conquered South Korea with 150 T-34s left
over from WW II, North Korea swears by armored warfare.
The army has been lavishly equipped with Soviet artillery pieces of
every caliber. Although the standard practice is to position the guns hub-to-
hub for fue control, an increasing amount of the DPRK's artillery is self-
propelled. These guns are designed to keep pace with the armored advance.
North Korea has had years to register each tube it owns along every foot of
the front line. If an offensive is ever launched, the barrage preceding it will
be like nothing seen since the closing days of World War II.
To facilitate their conquest, Special Forces teams will be carried by
hundreds of Soviet-built AN-2 Colt transport aircraft and dropped over
South Korea. Their mission is to conduct acts of sabotage, reconnais-
sance, and assassination behind the lines. Those who are familiar with our
experience during the "Battle of the Bulge" in WW II should be aware of
how much confusion even these small groups of infiltrators can cause.
Crossing the 20 kilometer DMZ will undoubtedly slow the North
Korean assault and this is something they must not let happen. With its
tank traps, mines, and gun emplacements, the DMZ will channel any
armor movement and expose it to observed artillery fire. Since the DMZ
stretches across the entire border from coast to coast, there is no way
around it. With Special Forces teams all set to fly over it, the only way
left to go is under it.
Ever since the end of the Korean War, the North has been energeti-
cally digging tunnels under the "Z." Some of these tunnels contain dual
lane highways capable of conveying supply trucks past the DMZ at a
high rate of speed. An example of one of these tunnel exits is located just
south of the DMZ (N3744 12727). Many of these tunnel exits have
not yet been found.
Since the United States is contemplating surgical strikes only, it does
not wish this action to escalate into a general war. Pentagon chiefs are
looking at this operation in much the same way the Israelis viewed their
Osirak strike in 1981. It is to be a quick and decisive strike from the air.
With the exception of triple-A and SAMs, only the North Korea Air
Force is a factor in this operation.
The Air Threat

The North Korea Air Force is made up of a special group of men. As
pilots, they are highly prized in Communist society for their technical
skills. They live better than the average North Korean citizen and are
pampered to keep them from defecting with their aircraft. (The United
States was able to capture several MiG-15s intact during the Korean War by
offering cash to defecting pilots.)
Their training, however, reflects an adherence to Soviet doctrine.
Instead of brash individualism, these pilots emphasize standard maneu-
vers and reactions in combat. Each tactical problem is analyzed and bro-
ken down into right and wrong solutions. Once the right solution is
found, NKAF pilots are expected to execute the appropriate response on
each and every occasion.
Since the breakup of the Soviet Union, North Korean pilots receive
their training in China. It is only natural then to expect these men to
reflect their host's doctrine. Their training is adequate to the task, but it
does not strive to create "aces." Instead, all pilots are brought up to a
general level of proficiency which emphasizes teamwork and formation
flying. They instinctively know that one-for-one, they are no match for
western pilots and aircraft. Therefore, as a matter of practice, they always
attempt to engage with superior numbers.
Having talked about the pilots, let us now discuss their equipment.
North Korea has always been armed with the latest Soviet front line air-
craft. The Soviet Union has always used military aid to entice North
Korea away from the Chinese political camp. Of all the Soviet client
states, it is often the first nation to receive new technology and equip-
ment. By skillfully playing one Communist giant against another, the
North Koreans have amassed quite an arsenal.
In peacetime, North Korea's aircraft are concentrated among a few
major airfields to ease routine maintenance problems. During wartime,
however, aircraft are immediately dispersed to secondary airfields. It is
assumed that primary and secondary airfields will be high priority targets
and that most airfields will eventually be knocked out. Therefore, North
Korea maintains a number of highway airstrips for just such an emergency.
Highway airstrips are field expedient measures designed to keep

their air force where in belongs - in the air. Whether or not the aircraft
can be serviced at these remote strips remains to be seen. Certainly such
a dispersal will have a critical effect on sortie generation, and preserving
military communication links will be vital.
Because of the country's secretive nature, reliable information con-
cerning North Korea's military is hard to come by. Reasonable estimates
credit the North Korean Air Force with well over 800 aircraft. While it
is true that many of these aircraft are MiG- l 9s, the Air Force also owns a
number of the Soviet Union's latest fighters. There are 12 interceptor
squadrons equipped mainly with MiG-2ls. However, there are numer-
ous top-of-line MiG-29s to round out the inventory. It is expected that
the superior aircraft are given to flight leaders rather than concentrated
into elite squadrons.
To assist their ground forces, North Korea has acquired a significant
number of strike aircraft. Nearly a hundred Su-7, Su-25, and A-5 Fantan
aircraft make up 10 Fighter-Ground Attack squadrons. You are likely to
encounter these strike aircraft only if they have been assigned as backup
interceptors.
The following summary lists in detail the aerial opposition that mis-
sions over North Korea are likely to encounter. The numeric symbol inside
the < > is the TEWS display signature of the particular aircraft's radar.
MiG-19: <5> Range-only radar, 3 x30mm Guns,
2) AA-2D heat-seekers
The MiG-19 was quite an aircraft in its day. It was the first Soviet
aircraft to break the sound barrier and though obsolete now, it still has a
role to play. These throw-away aircraft are used to force an intruder to
assume a defensive posture so that it can be engaged and destroyed by
other, more capable fighters. Equipped with early model Atolls, the
MiG-19 must attack from a rear aspect angle. It combines excellent
maneuverability with a good climb rate. The "Farmer" is not much more
than a nuisance that requires you to use up your precious allotment of
missiles prematurely. Don't waste a "Fox Two" shot on a MiG-19 if you
can help it. These aircraft are mainly used to outfit the DPRK's seven
training squadrons.
MiG-21: <4> Single-mode Search and Track radar,
lx23mm gun,
(4) AA-8 heat seekers or
(2) AA-2c radar-guided and (2) AA-8 heat seekers
Figure 7.4 The MiG-

19 "Farmer"
The MiG-21 is by any standards a classic aircraft. More MiG-2ls

have been produced and exported than any other Soviet aircraft. When
first produced in 1955, its delta-wing was a departure from earlier
designs. Drag was kept to a minimum in straight flight, but handling at
low-speeds was poor, and hard turns caused energy to bleed off quickly.
The MiG-21 sometimes carries all-aspect radar-guided missiles but must
still get in close (4.5 nm) to use them. This aircraft is not much of a
threat to an F-15 as long as it has missiles remaining. But because the
DPRK has hundreds of these aircraft, they can afford to lose a few if it
means shooting you down in the bargain.
lx 23mm gun,
(2) AA-7, AA-2C radar-guided and
(4) AA-2D, AA-8 heat-seekers
The MiG-23 "Flogger" was designed during the mid-sixties. The
Flogger is the first Soviet aircraft intended to conduct BVR combat with
long range missiles. As such, this aircraft tends to suffer from having
only average maneuverability and poor pilot visibility. It does have good
speed, however, better than that of the MiG-27. When equipped with
AA-7 missiles, expect aggressive head-on attacks. Fortunately, the F-15
carries radar-guided missiles that have a greater range than those of the
MiG-23's. The Flogger's sting has BVR limitations which allow the F-
15 to keep it at arm's length. Use ACM to force the MiG-23 into a turn-
ing battle. The MiG-23's high-wing loading gives it speed but makes it
turn like a truck. Sucker it into a high- G fight and use the horizontal
plane against it.
MiG-29: <l> Pulse-Doppler Multi-target Search and Track radar,
lx 30mm gun,
(4) AA-1 OA, AA-1 OC radar-guided and
(2) AA-1 OB, AA-11 heat seekers
The MiG-29 "Fulcrum" is an excellent fighter/interceptor. It com-

bines maneuverability with a high thrust to weight ratio. Only the best
(and most trusted} pilots will ever get to fly one of these aircraft:. The Ful-
crum is a stable weapons platform and is equipped with the latest air-to-
air missiles. Expect it to fire its M- lOs from just under 20nm from a
head-on aspect. It will then attempt to close and finish off an intruder
with its Archers. The MiG-29 is a match for a Sparrow-equipped F-15.
In this case, the winner will be the first aircraft: to get in a shot. Against
an F-15 with AMRAAMs, a Fulcrum will use ACM to dose within 20
nm and attempt a missile shot of its own. The MiG-29 is the most dan-
gerous opponent you will face in Strike Eagle Ill
A-5: <5> Range-only radar,
2x 23mm guns,
(2) M-20 heat-seekers
The A-5 "Fantan" is a Chinese derivative of the MiG-19. It is pri-
marily a ground attack aircraft: and an obsolete one at that. If A-5s are
being used as interceptors, it's a good sign that the enemy is losing con-
trol of the air. Expect the Fantan to use the same attack profile as the
standard MiG-19, from very dose and tail aspect only. The A-5 is not
quite as maneuverable as its cousin, despite the internal storage of its
bomb load. An F-15 in a dose battle with an A-5 should immediately
"use the vertical" to quickly get out of the Atoll's acquisition envelope. A
quick reversal at altitude should be all that is necessary to defeat the A-5
once out of its missile's reach.
Su-7: <5> Range-only radar,
2x 30mm guns,
(2) M-20 heat seekers
The Su-7 "Fitter" has seen combat both in the Middle East and
India. First introduced in the mid-60s, just over 1,000 were built before
production was halted in 1972. Pilots give this aircraft good marks in
high-speed handling at low levels indicating that the Su-7 is a good plat-
Figure 7.5 The A-5

Fantan
form for ground attack. It lacks adequate range to become a true inter-
ceptor but can operate from rough strips. Like the Fantan, expect this
aircraft to use the same attack profile as the standard MiG-19, from very
close and tail aspect only. These aircraft are meat-on-the-table for an F-
15 as long as you don't run out of missiles. Once they get in close, Fit-
ters will use their powerful guns. It is best to lure these aircraft up to
medium altitudes since these ground-huggers are at home down low.
Su-25: No radar,
lx 30mm gun,
(2) AA-2D, AA-8 heat seekers
The Su-25 "Frogfoot" is the Soviet equivalent of the USAF's A-10
"Warthog" although not quite as ugly. While the Frogfoot is extremely
deadly to ground troops in its strike role, in an air-to-air role it is vulner-
able. The aircraft lacks a radar to acquire its targets, therefore it relies on
visual detection or GCI information. The Su-25 is very maneuverable
even under the weight of its own bombs. However, it is not fast. Expect
this aircraft to use its turning abiliry to reach a tail aspect where it can
use its missiles. Avoid getting into a scissors battle with this aircraft; it
has excellent low speed handling which the F-15 cannot match without
stalling. The Frogfoot is constructed out of titanium alloys and is
extremely strong. It is designed to work at low levels where ground fire is
the heaviest.
The Ground Threat

No altitude over North Korean airspace can be considered safe from
ground fire. The North Koreans have a layered triple-A system which is
effective from sea level up to 16,000 feet. Covering airspace higher than
16,000 is the domain of surface to air missiles.
Having gained practical experience in air defense from the Korean
war, the need for adequate protection from air attack has been empha-
sized for decades. Anti-aircraft guns are in abundance throughout the
country. Rough estimates place the number of these guns at over 8,000.
Not included in this total are thousands of 14.5mm Type 56 and Type
58 heavy anti-aircraft machine guns distributed at company level. These
towed machine guns are copies of the Soviet ZPU-4 and ZPU-2.
Starting at ground level, the Type 56 and Type 58 machine guns
provide a blanket of triple-A up to 1,400 feet. Being optical systems,
they rely on their volume of fire rather than its accuracy. An attacking
aircraft on a low-level ingress will be literally smothered in small arms

and machine gun fire. If nothing else is accomplished by all the ground
fire, the pilot will be made to feel very uncomfortable watching the trac-
ers arc up to greet him.
One step up from these machine guns are 23mm and 57mm guns
positioned near almost every strategic target of importance. These guns
can be towed behind trucks or placed at fixed sites. Like heavy machine
guns, these rapid firing weapons are usually optically sighted. Again, the
gunners rely on volume to produce results.
Larger caliber 85mm and lOOmm radar guns are used to cover a
wider area. These are stationed farther away from the actual target to
channel an attacker into a known approach profile. These guns can be
either optically or radar controlled. Since their rate of fire is less, gunners
are more interested in accuracy.
Given the North Korean penchant for mobile warfare, much of its
triple-A is mobile and will be taken south when the time comes. ZSU-
23/4 and 57/2 vehicles are part of each tank company's TO&E. Ground
support missions against enemy tank groups will in all probability
encounter this mobile triple-A. They are extremely effective out to about
6,000 feet.
In addition to throwing lead, North Korean ground units are
equipped with SA-7 missiles. The "Grail" SAM is now produced locally
within North Korea. An attacking aircraft should expect to encounter a
significant number of these "heat-seekers" at low altitudes.
The missile defense of the nation is entrusted to 4 SAM brigades
with several hundred fixed and mobile launchers. In addition to the
shoulder fired SA-7, North Korea's extensive air defense network con-
sists of several types of SAMs. For the most part, SAMs are positioned
around North Korea's major cities, airbases, and unconventional
weapons facilities.
There are approximately 250 SA-2 launchers spread throughout the
country in fixed locations. Backing up these obsolete SAMs are approxi-
mately 30-40 SA-3 launchers. Neither of these missiles is very effective at
high altitudes, but large numbers of them can be
launched at a single target.
The most effective SAM available to the The instruction manual contains a
North Koreans is the SA-5 "Gammon." These misprint in North Korea's Order of Bat-
missiles are deployed across the center of the tle. On page 159, the manual lists only
50 SA-2s. If only that were the case!
nation just above the DMZ. Their extremely long
This figure should instead read 250.
engagement range (140nm) extends well into
South Korean. In fact, aircraft taking off from air-
fields around Seoul come under immediate observation by SA-5 radars.

The DPRK currently has about 24 of these launchers.
By an accident of nature and plate tectonics, North Korea is open to
attack geographically from three sides. The government is well aware
that American aircraft-carrier battlegroups would be operating on the
nation's flanks from the beginning of any conflict. The long coasts on
each side of the peninsula are open to amphibious assault at any time.
Aircraft can penetrate North Korea airspace from the east, west, and
south as well. The only direction not immediately accessible to hostile
aircraft is the mountainous region bordering with China and Russia.
Because the country is narrow with long, exposed flanks, defending
the length of North Korea from a high-speed intruder is almost impossi-
ble. Rather than place SAM batteries at regular intervals along the bor-
der, the DPRK has decided to position its air defense around the specific
area or item it wants to protect. This type of deployment emphasizes
360 coverage rather than creating "SAM belts" which are linear
emplacements. Although there is a string of GCI and SAM radars back-
ing up the DMZ, this is the only linear defense to be found. Notice it
can be easily bypassed (and usually is) by heading out to sea.
THEATER The Korean peninsula effectively divides the theater into obvious halves.
GEOGRAPHY Most of the missions, except for those which begin at a tanker track, are
initiated from bases in South Korea. This being the case, the majority of
direct routes travel south to north and back again. Pilots, out of neces-
sity, are forced into taking water routes; either to the east over the Sea of
Japan or the west over the Yellow Sea.
Viewed as a whole, the peninsula tends to be more mountainous the
farther east you go. The classic invasion routes have always been to the
lowland areas in the west. It is perhaps no coincidence that the major
urban centers, like Seoul and Pyongyang, are located near the Yellow Sea
coastline. The mountains themselves run down the center of the penin-
sula like a spine.
The Direct Routes Over Land

Staying over land and going up the middle of the peninsula is pro-
hibitively dangerous. The mountains make it necessary to fly at altitudes
that make detection by the enemy a snap. The range which runs down
the center of the peninsula is over 3,000 feet above sea level in many
places. Unless a pilot wants to take his chances at medium altitudes,
going up the middle is just not a viable alternative.
Of course there is always the option to try and fly the canyons. The
drawback to this approach is that weaving the mountain passes causes an
aircraft to burn too much fuel in the process. Besides, if a pilot takes his
mind off what he is doing, even for a moment- Splat!
Water Routes
Taking one of the two water routes presents pilots with a new set of
problems. First, ships belonging to the DPRK are stationed all up and
down the coasts. Remember, unlike the Desert Storm scenario, this one
takes place during a period of peace. North Korean intelligence trawlers
and merchants are free to roam the seas at will provided they do not
enter the territorial waters of South Korea.
Rest assured that any aircraft sightings by these ships, either visual or
by radar, will be reported. Even though technically the United States
and North Korea are not at war, tensions are high. It would not be
inconceivable for some Korean sailor to take it upon himself to fire a
"heater" up at you as you go by.
The best word to describe North Korean terrain is harsh. The large
mountainous regions have numerous valleys which snake their way back
and forth. These narrow valleys form perfect north-south approach cor-
ridors, if you can manage to keep from hitting the sides. To do you any
good, you have to stay low, lower than you are probably used to. It's
tough flying and demands 100% concentration 100% of the time. At
altitudes less than 300 feet, your Automatic pilot is useless.
Unfortunately, these corridors also form natural choke points. They
have a tendency to close up unexpectedly. One minute you are down
low working the canyons at 500 knots and the next - the valley will
dead end right in front of you. Even if you do manage to keep from
crashing into ground, the high-G climb to avoid the rocks will take you
up to 4,000 feet before you know it.
The risk of flying into a triple-A ambush is also great. North Korea
places guns in the valleys it expects attacking aircraft to be coming down.
The mountain passes make perfect hiding places. Triple-A guns are situ-
ated near bends in the valleys. Attacking aircraft are usually traveling too
fast to take evasive action to avoid these guns. Pilots who are not careful
usually blunder directly into the enemy's gunsights.
Yongbyon Nuclear Complex, North Korea (N3922 E12617)

The nuclear reactor complex at Yongbyon and other associated facilities
are the reason behind this whole campaign. North Korea's refusal to
grant UN inspection teams access to the complex has heightened fears
that weapons-grade material is being produced there. With the successful
interception of a nuclear warhead at sea, those fears have been con-
firmed. Knocking out this complex will prevent the North Koreans from
making any more bombs. At the same time, cracking open the contain-
ment building of a functional reactor may create an environmental
nightmare. The radioactive sludge formed by the coolant will likely be
washed into the tributary of the Chongchon river that flows by the
plant. From there, the contaminated water will be carried directly into
the Yellow Sea.
"The Thumb," North Korea (N3809 E12518)

There is an annoying stretch of land which juts into the Yellow Sea
southwest of the North Korea capital. Known as "the Thumb," this tip
of land contains triple-A and SAM sites which force northbound aircraft
to detour far out to sea. Usually, radars near Pyongyang detect attacking
aircraft as they begin turning back eastward. Just north of "the thumb"
lies the port of Nampo (N3834 N12541), headquarters for the Yellow
Sea fleet. As you can imagine, this area is extremely well guarded. For
example, there is a large SA-3 battery stationed at (N3821 E1235) . You
will do well to pass far to the west of this area. It is better to risk being
detected rather than face the concentrated air defense of both Nampo
and Pyongyang.
Pyongyang, North Korea (N3842 E12600)

Pyongyang is the capital of North Korea. As you might expect, it is lav-
ishly defended by triple-A sites and SAMs. This city boasts an air defense
which is heavier and more competent than that of Baghdad in Iraq. In
addition to fixed sites, there are numerous Red Guards units stationed
nearby to keep order. As always, these units are also well equipped with
mobile SAMs and triple-A vehicles. The curtain of fire that the North
Koreans can put over Pyongyang is truly awesome. It will limit your
attack runs to a single pass only. Before going up against targets that are
located "downtown," pilots should at least be aware of their general loca-
tion. The Communist Party Headquarters is located just west of the air-
Figure 7.6 "The Thumb," North Korea
field. Even the flag outside the building is worth a few points. Another
major target is the electric power plant in the northeast corner of the
city. Altitude restrictions will keep the RBMs range to less than 10 nm.
Wonsan, North Korea (N3837 E12732)

The airbase at Wonsan also acts as the headquarters for the North
Korean fleet in the Sea of Japan. Like its west coast counterpart, the base
is heavily defended by five SA-5 sites spread in a semi-circle just a few
miles away. Due to an oversight that occurred during development, the
city of Wonsan itself was inadvertently left out of the final version. The
city contained port facilities normally associated with a naval base. This
oversight is mitigated to a certain extent by the presence of port facilities
in the city of Hamhung less than 100 miles to the north.
Tokyo, Japan (N3506 E13910)

"Oh No .. . There goes Tokyo!"
Take some time between missions to see Japan. The island of Hon-
shu boasts some of the most beautiful countryside in this part of the
world. Go to Training mode and slew over to Tokyo. Fortunately, Japan
doesn't export everything it's famous for!
Seoul , South Korea (N3722 E12653)

The capital of South Korea, Seoul, is divided into northern and southern
halves by the Han river. There are nine major road and rail bridges
which cross the Han. In addition to the bridges, there are some really
beautiful sights to see in the capital of South Korea. The first prominent
landmark you will notice is the red needle tip of the famous Sky Tower
in the eastern section of the city. Toward the center of the city, north of
the river, is located the Presidential palace. Seoul's electrical power plant
is just west of the palace. Kimpo airfield is adjacent to the western por-
tion of Seoul. It is the closest airfield to targets in North Korea and
makes an excellent strip for emergency landings. You will notice a brown
strip of ground north of the city. This is the DMZ. The North Korean
Figure 7.7 Seoul,
capital of South Korea army is positioned along chis strip, uncomfortably close to the capital.
on the banks of the
Han river
USN Carrier Battlegroup (Southeast of Japan)

There is one aircraft-carrier battlegroup off the southeastern coast of
Japan near Tokyo bay. The U.S.S. America (CV-66) and her escorts have
just completed a month long goodwill visit. In preparation for possible
action against North Korea, the America has put to sea and begun nor-
mal carrier operations. It is intended that this battlegroup will go on sta-
tion east of Wonsan in the Yellow Sea should hostilities break out. Once
there, her F-14 Tomcats will be able to fly long-range CAP in defense of
ground-based airstrikes forming over Japan.

North Korea
Hamhung (N3900 E12732)
Pyongyang (N3842 E12600)
Chongjin (N4106 E13051)
Mouth of the Yalu River (N3939 E12452)
Chosin Reservoir (N3947 E12740)
Major North Korean Airbases
Pyong-ni (N3906 E12638)
Koksan (N3831 E12705)
Onchon ( N3847 E12537)
Wonsan (N3837 E12732)
Kwangju (N3834 E12607)
Kwail (N3816 E12514)
Demilitarized Zone
(N3743 E12639)
(N3750 E12729)
(N3745 E12642)
South Korea
Pusan (N3505 E12827)
Taegu (N3545 E12831)
Kwangju (N3517 E12619)
Kimpo Airbase (N3723 E12646)
Japan
Sapporo (N4120 E14027)
Osaka (N3416 E13447)
Nagoya (N3436 E13622)
Hiroshima (N3408 E13146)
Russia
Vladivostock (N4149 13217)
Nakhodka (N4118 13341)
Petrovka (N4130 13314)
Khabarovsk (N4524 E 13453)
Olga (N4158 13510)
Ussuriysk (N4205 13217)
Spassk Dalniy East Airbase (N4254 13308)
Yuzhno, Sakhalin Island (N4438 14120)
Location of KAL 007 Shoot-down (N4357 14006)
China
Harbin (N4413 12808)
Changchun (N4242 12505
Shenyang (N4120 12434)
Mukden (N4255 13012)
CAMPAIGN Players who are familiar with all three scenario worlds would have to
TACTICS agree that Korea is the most challenging. In fact, if you were to make a
list of all the things that make a theater hard to fly in, Korea would have
them all.
To realistically simulate actual combat conditions that the USAF
would encounter over North Korea, it is suggested that the difficulty
level be set to Hard. The DPRK military, including pilots, is much
more competent than those you faced in the Desert Storm scenario.
Like the Desert Storm theater, you may go back and reset all the reality
switches to either Standard or Authentic modes after setting your diffi-
culty level.
Regardless of difficulty level, pilots in this theater are beset with a
number of serious challenges. This theater combines the worst possible
terrain with difficult to reach targets. The large number of interceptors
are made up of the enemy's most sophisticated aircraft. The missiles used
by these fighters are some of the most advanced weapons western pilots
ever have to face.
North Korea's air defense is comprehensive. Low level triple-A is
very active and tends to force attacking aircraft into medium altitude
flight profiles. At medium altitudes, the SA-6 batteries figure promi-
nently. The larger caliber anti-aircraft guns provide medium altitude
coverage near most targets. North Korea's SA-2s and SA-3s are the
nation's workhorses at high altitude. These missiles feature Vietnam-era

technology and respond poorly to quick target aspect changes. At high
altitudes, missile maneuverability is not a critical factor because their tar-
gets are also performing sluggishly.
The following summary lists the various takeoff points and their tar-
get regions. Use the mission map to assist you in identifying the various
target areas.
Takeoff Points:
Osan, S. Korea (N3657 E12648): northeastern North Korea to
include Pyongyang
Yechon, S. Korea (N3629 E12759): north-central Korea to include
Yongbyon nuclear facility
Teagu, S. Korea (N3548 E12812): central Korea bordering on the
western section of the DMZ
Kunsan, S. Korea (N3600 E12621): eastern Korea including
W onsan and naval targets in the Sea of Japan
KC-10 Refueling tanker: northern Korea including Yalu River basin
and border area with China and Siberian Russia
Nyutabaru, Japan (N3249 E13048): naval targets south of the
Korean peninsula and west of Honshu, Japan
Kwang Ju, S. Korea (N3510 E12607): southwestern North Korea
including "the Thumb" and adjacent naval targets in the Yellow Sea.
Misawa, Japan (N3903 E14049) : naval targets in the Sea ofJapan
Po Hang, S. Korea (N3545 E12905): southeastern North Korea and
adjacent naval targets in the Sea ofJapan
Strike missions in this theater are initiated from eight different air-
fields in Japan and South Korea. Each of these airfields were chosen
because they would be able to support F-15E operations. In addition to
these eight airbases, one set of missions is generated from a KC-10
Tanker track orbiting east ofWonsan.
The purpose of these airstrikes is to eliminate North Korea's capac-
ity to export unconventional weaponry. A number of missions in this
theater are directed against the naval targets suspected of transporting
these weapons. These are relatively easy to complete because the trans-
port vessels are traveling alone in order not to arouse suspicion. There is
no peacetime convoy system in place, so once these ships are detected by
intelligence means they become sitting ducks.
Usually it is not cost effective to attack trawlers and merchant ships
with Harpoon anti-ship missiles. Besides, the stand-off value of the Har-
poon is not needed against unarmed transports. In order to confirm
destruction of these ships (and cargoes) , it is wise to use standard Mk. 82
iron bombs. By overflying the target, pilots can verify that the ships have
been destroyed.
Against warships, the Harpoon missile is the preferred weapon of
choice. Modern naval vessels are usually outfitted with a vast array of
SAMs. With its long stand-off range, the Harpoon allows the firing air-
craft to remain a safe distance away from its target. Once launched, this
missile guides itself unerringly toward the target. It is a "fire-and-forget"
weapon which allows the firer to continue on with its mission and avoid
the target area altogether.
Unfortunately, most of the missions in this theater are not so easy.
They require you to go where the air defense is heaviest and strike
ground targets north of the DMZ. Prepare yourself. These missions are
no cake-walk even with the difficulty level set at Low. They require
patience and a painstaking attention to detail. This theater is complex.
Players are presented with a number of challenges, one after another in
quick succession.
The Automatic pilot is designed to put the pilot on the direct head-
ing toward the target. As has been said so many times before, the direct
route is not always the safest. No where is that more true than in the
Korean theater. Since most of the missions are staged from friendly air-
bases in South Korea and Japan, pilots will be taking north-south routes
to and from target. If pilots leave it up to the automatic pilot, however,
they will be flying over the most heavily defended areas in this theater.
Mission routes just happened to turn out this way; it wasn't planned.
The natural geography channels the direct routes over the DMZ.
Use the Automatic pilot only to keep you straight and level, not to put
you on the proper course. It is not always smart to follow the direct
south-north routes which overfly the mainland. These paths travel too
close to the heavy air defense near Pyongyang. And since this is the
direction that intruders are expected to originate from, the North Kore-
ans are ready. Pilots must be far more imaginative than this if they want
to survive.
The "Up-the-Middle" approach has already be discussed and dis-
carded as impractical. By all means, try it once to see for yourself. Unless
targets are located directly adjacent to the DMZ the overland route is
just too dangerous. This leaves the two water routes as your only viable
options. Using the water routes allows you to prevent early detection by
hopefully remaining under their coverage. If you remain low enough to
the water, DPRK radars should not be able to track your aircraft as it
wave-hops up the coast.
You must assume this very low flight profile soon after taking off.
The GCis north of the DMZ are able to detect aircraft as far south as
Taejon, even at low altitudes. The climb-out off the runway should be
limited to a maximum of 400-500 feet. Any higher than 500 feet and you
run a significantly greater risk of being detected. Ideally you should only
climb as high as the minimum altitude controllable by the automatic
pilot. To do this, turn to a heading that will take you out to sea as soon as
possible. Once on the proper heading, engage the Automatic pilot([]).
You should attempt to keep at least 30-40 nautical miles separation
distance from the coastline until you are ready to make your landward
approach. Not only do you make detection difficult but by staying out
to sea, you limit the directions from which you can be attacked. Enemy
interceptors will be coming from the direction of land. Therefore, they
will be in front of you (or in a forward quarter) at all times.
One distinct advantage possessed by the F- l 5E is its complement of
medium-range missiles. In most instances, having Sparrows or
AMRAAMs onboard allows you to fire at the enemy from ranges at
which he cannot return your fire. The Korean theater, with its mountain-
ous terrain, is not always the best place to make use of this advantage.
By staying over water, you can take medium-range missile shots
without worrying about the target ducking behind cover. In fact, it is
almost preferable to make yourself visible to enemy radar while you are
out to sea. By doing this you are suckering enemy fighters into engaging
you over water, forcing them to play by your rules. Use the range advan-
tage of your missiles to keep from getting caught up in an ACM engage-
ment with tiny, tight-turning MiGs.
North Korea is like a house without a roof. Its air defense network
does not extend quite as far north as it should. From the Chosin reser-
voir north to the border with China there are no major SAM sites or
radars. In fact, north of the N3935 latitude, there are only two Fan Song
radar emplacements in the whole northeastern region of the country.
One of these radar installations is located at (N4106 12950) and is
guarded by several SA-3 batteries. The other radar installation is located
very near the Chinese border at (N4049 12812). This installation is
likewise guarded by several SA-3 batteries.
Missions which originate at the Refueling tanker are particularly
well situated to take advantage of this corridor. With adequate fuel,
strike aircraft need only descend to wave height on the ingress and make
landfall near the coastal town of Kimchaek (N3950 12932). From
there, stay on a course which takes you over the infamous Chosin Reser-
voir and beyond. Having reached this point, pilots have effectively out-
flanked the defense. You are now free to strike from an internal location
in any direction. Without a roof, North Korea is a house of cards.
The fact that North Korea's network does not extend to its northern
border is reminiscent of France's infamous Maginot Line in the late
1930s. It is a serious deficiency in an otherwise formidable IADS which
could ultimately undermine the whole system. It allows for a medium
altitude penetration extending across the entire top of the country as far
as the opposite coast.
Pilots who use this gap must be aware that the mountains in this
area will force them to fly at around 3,000 feet on average. This is high
enough so that the TEWS will detect radar sweeps but not high enough
for hostile radars to track you. Try to stay as low as possible on your
ingress. Sometimes this will be impossible because the mountains form
elevated plateaus in this area. If you hug the mountains using the auto
pilot and TFR, you are able to transit the width of the country and
remain invisible. The gap in the IADS effectively turns your aircraft into
a Stealth bomber.
THEATER
SCORING
Points for Downing Hostile Aircraft
Aircraft are worth an average of 50 points. The exact figure depends

Air Defense
ZSU-57/2 Hard 15
SA-2 Soft 15
SA-5 Soft 20
SAM Radar Hard 20
Barlock Radar Hard 20
Triple-A Gun Soft 20

Air Defense (continued)
ZSU-23/4 Hard 20
SA-6 Hard 25
Naval Vessels
Trawler Soft 20
VLCC Freighter Soft 30
NAJIN-Class Frigate Soft 30
WHISKEY-Class Sub Soft 50
Vehicles
BMP Hard 10
Fuel Tanker-Truck Soft 10
Mobile Scud Soft 10
Strategic Targets
Fuel Tank (Farm) Soft 10
Small Shed Soft 10
Scud Shed Soft 10
Tower Soft 10
Guard Post Soft 15
Hangar Soft 20
Ammo (Tent) Dump Soft 20
Supply Depot Soft 25
Tall Building Soft 30
Bunker Hard 40
Hangar Hard 40
Supply Dump Hard 40
Large Tower Soft 40
CommoTower Hard 40
Bridge Soft 50
Tunnel Entrance Soft 50

Nuclear Plant (100)
Generating Plant Soft 20
Containment Building Soft 20
Cooling Dome Soft 40
Chemical Weapons Plant (100)
Water Tower Soft 20
Manufacturing Annex Soft 20
Loading Docks Soft 30
Chem. Processing Center Soft 30
Biological Weapons Plant (120)
Storage Building Soft 30
Operations Center Soft 30
Pump Station Soft 30
Biological Agent Plant Soft 40
Communist Party Headquarters (45)
Flag Soft 5
Headquarters Building Soft 20
Guard Tower Soft 20
Propane Facility (90)
Propane Tank (3 each) Soft 30
Port Facility (110)
Dock Yard Soft 50
Town (40)
Commo Center Soft 10
Building Soft 10
Warehouse Soft 10
City Block (80)

Ground Control Intercept Radar (70)
Height Finding Radar Soft 20
Fan Song Radar Soft 20
GCI OPs Building Hard 30
Power Plant (100)
Power Lines Soft 20
Annex Building Soft 20
Smokestack Soft 20
Power Plant Soft 40
Field HQ (40)
Supply Tent Soft 10
Tank Platoon (30)
Command Tank Hard 10
Tank (2 each) Hard 10
Trade Post (110)
Truck Soft 10
Trailers Soft 10
Fuel Pumps Soft 10
Warehouse Soft 30
Loading Dock Soft 50
264
CHAPTER
Central America: "Just

8
Cause II" Scenario
SCENARIO BACKGROUND
The Central America theater features a future confrontation pit-
ting the United States against a Coalition of Latin American
allies led by Colombia. It is assumed to take place very early in
the next century after United States military forces have been
withdrawn from the Canal Zone. The focal point of this conflict
is Panama.
According to the scenario narrative, Colombia has launched a
full-scale invasion of her neighbor to the west. Formerly a
province of Colombia, Panama is being torn apart by a factional
civil war. The lawless Wild, Wild, West atmosphere provides a
perfect sanctuary for anti-Colombian M-19 terrorists. From their
cross-border safe havens in Panama, these guerrillas are well orga-
nized. Their main reason for existence is to carry out a campaign
of terror in order to violently overthrow the Bogota regime.
Declaring that enough is enough, the Colombian govern-
ment has been goaded into action. Under the pretext of clearing
M-19 terrorists from the border, a multi-divisional air, land, and
sea operation has been launched against eastern Panama. The
road net leading into eastern Panama consists primarily of a sin-
gle road, the Inter-American Highway. Because of this, Colom-
bian' s armored offensive has a front exactly one tank wide.
To correct this, Special Forces units have been inserted by
helicopter behind the retreating M-19 guerrillas. Although many
of the terrorists managed to escape the envelopment, the cam-
265
paign was handled well. Colombian officers showed a surprising ability

to manage the integration of air, land, and sea assets.
A Fateful Decision Is Made

Back in Bogota, the decision was reached to proceed to the Canal Zone.
Colombian OV-10 aircraft reported that columns of guerrilla units were
retreating on foot and clogging the Inter-American highway. Colombian
tanks were also clogging the road and could only follow the guerrillas
back into the Canal Zone. There was no pursuit. Still, the advance pro-
gressed smoothly. It was assisted by air mobile operations which cleared
potential ambush sites and captured key bridges ahead of the road-
bound armor.
The Colombian Air Force flew a constant Combat Air Patrol (CAP)
over Panama while the invasion was underway. Kfir and Mirage fighters
swarmed over the isthmus to protect the slow moving. Dragonfly and
OV-10 strike aircraft. Airstrikes against the retreating columns proved
relatively ineffective. Ground troops on foot were simply able to disperse
into the surrounding jungle when aircraft were overhead.
Except for a few individual acts of defiance, the Panamanian Air
Force stayed on the ground. Those F-5s that did take off were quickly
spotted and shot down by Colombian interceptors. Still, now that Pana-
manian Air Force was showing some resistance, orders were being given
to speed up the operation. Acts of resistance were not encouraged. The
more this campaign continued, the more likely the Panamanians would
begin to resist.
Glowing reports were dispatched from commanders on the scene.
Colombian officers were pleased with themselves and the progress of the
campaign despite the number of fugitive guerrillas still at large. If nothing
else, the terrorists had been driven out of their jungle base camps and into
the open. This was something the military could point to with pride.
With most of eastern Panama already in their hands, it came as no
surprise when they were directed to complete the conquest. Colombian
armor was put back on the road and sent toward Panama City just as
fast as it could go. As the tanks rolled into the capital, Colombia's gov-
ernment announced that it was reclaiming its former province.
Colombian patrol boats and frigates took up station at strategic loca-
tions in support of amphibious landings. Though small, these craft were
enough to render the entire coast as far north as Costa Rica open to attack.
Panama certainly had no navy to speak of and without a navy it was
CHAPTER 8: CENTRAL AMERICA: "JUST CAUSE II" SCENARIO 267
UA
Santa Mart
Maracaibo
f
VENEZUELA
COLO BIA
I
Medellin
Bogata
Figure 8.1 The

Central American
theater
virtually impossible to defend its coastline from amphibious assault.

When Colombian Marines finally did begin coming ashore, all of
Panama's western military facilities were taken almost at will.
The invasion was completed at a lightning pace. It was undoubtedly
aided by Panama's internal chaos and civil war. Panamanian "Dignity"
battalions broke and ran early in the conflict. Mopping-up operations
continued in outlying areas while Colombian garrisons began forming in
urban areas. Except for a few patrol sized elements wandering the coun-
tryside, Panama's military forces had been shattered in the first few hours.
"Just Cause II"

Strike Eagle Ills Central American scenario begins with Colombian mil-
itary forces firmly in control of Panama. Colombian armor groups are
positioned at strategic points all along the Inter-American Highway. Air-

craft have been dispersed throughout Panama to resist the expected U.S.
response. F-5 fighters formerly belonging to the Panamanian Air Force
are now being drafted into service.
Shrewd political bargaining has enticed the governments of both
Nicaragua and Venezuela to side with Colombia. Leaders in these coun-
tries evidently do not believe that the U.S. will be able to muster support
for a major operation in Central America. They are convinced that
Congress will never allow American boys to fight over Panama. Perhaps,
but these nations should not have been so quick to discount punitive
airs trikes.
As U.S. carrier groups close in on the isthmus, some political arm
twisting has taken place to secure staging areas on land for a massive air
campaign. Both Costa Rica and Honduras have been promised an
unspecified reward in return for allowing the USAF to operate from
their territory.
The campaign begins with F-15Es conducting simultaneous strikes
on military targets throughout the region. The United States will be test-
ing its powers of persuasion on Colombia and her allies. If successful, the
Colombians will be forced to withdraw and allow a fledgling democracy
to take root in Panama. The Pan-American alliance Colombia has
attempted to form will collapse under the weight of this military defeat.
If unsuccessful, the United States has opened itself up to renewed
charges of "Yanqui imperialism." American boys may indeed find them-
selves on the ground in Panama fighting a consortium of Latin American
nations. Either way, from the Andes in South America to the ancient
temples of Honduras, the region is about to explode.
~
ENEMY FORCES Most of Panama's major airstrips were captured intact by the initial inva-
sion. Colombian aircraft have been able to immediately move into these
SUMMARY
advance bases and make use of their facilities. Also taken undamaged
were Panama's inventory of F-5 fighters. These aircraft were aligned in
neat little rows. When Panama's airfields were overrun, the tiny jets were
confiscated by ground forces. Many of these aircraft are now being used
as interceptors by Colombian pilots.
Ground forces are busy with housekeeping chores, settling down to
the daily routine of occupation dury. Though momentarily relaxed and
concentrating on logistics, they remain ever vigilant for the rumored
U.S. counterattack. Armored and mechanized battalions in Panama are
consolidating their vehicles in motor parks for maintenance and protec-

tion. These armed camps are being protected by their small arms and
organic triple-A.
The naval aspect of the campaign is important to the scenario. At sea,
Colombia's light craft have been released from their amphibious escort
duty. Now these boats are acting as radar pickets, screening both the
Caribbean and Pacific flanks of the operation. They pack a powerful
punch in relation to their size and must be cleared from the coastlines
prior to any U.S. marine landings. The presence of these small boats is
enough to jeopardize the safety of our larger (and more valuable) warships.
This theater is unique in that you will be facing aircraft and SAMs
of western manufacture. It will be an interesting look at the dangers of
exporting conventional arms technology. One day these transfers will
come back to haunt us.
If you want to know how an F-15 will do against an F-16, this the-
ater can provide an answer. Luckily for you, these Falcons are only
export models equipped with non-U.S. weaponry. As long as you have
Sparrows or AMRAAMs remaining, the F- l 6s are not significantly more
dangerous than any other aircraft. If, however, you are bounced by a Fal-
con and are left with only "heaters" on the rails, you are in for some
rough handling.
The F-16s encountered in this theater are Venezuelan aircraft from
the 16th Intercept/Attack Group. This group was formerly stationed at
Palo Negro located off the east edge of the map in Venezuela. Since the
conflict with the United States began, the 16th I/A Group has been bro-
ken up and moved. It is now operating inside Colombia and Panama
but the exact location of this unit cannot be determined with any cer-
tainty. Venezuela's Air Force got its most recent workout during a coup
attempt in the early '90s. The coup ultimately failed but not before sev-
eral rebel bombs were dropped on the capital. Both loyalist and rebel
pilots received high marks during the brief skirmish.
The Air Threat

OV-10: No radar,
2x 7.62 miniguns,
(2) MAGIC heat seekers
The OV-10 "Bronco" is a heavily armed reconnaissance aircraft used by
Third World nations to augment their COIN forces. Driven by two
turbo-props, it is very maneuverable at slow speeds. It performs best at
Figure 8.2 The OV-10

"Bronco"
low altitudes (under 5,000 feet) . The OV-10 carries no radar, so like the
A-37, it can only acquire aerial targets visually or with direction from the
ground. The Bronco is not intended for air combat; however, it does
carry two heat-seeking missiles for self-defense. You are likely to
encounter these aircraft over the jungles of Panama where they are still
used to combat insurgent forces . The Bronco's slow speed and maneu-
verability gives it a turn radius which the F-15 cannot match. Instead,
your high speed should be used to make slashing attacks. You should
also convert excess speed into altitude. The OV-10 with its twin props
simply can't fight an F-15 "in the vertical."
A-37: No radar,
lx 7.62 minigun,
Like the Bronco, the A-37 "Dragonfly" was not designed with air-
to-air combat in mind. It is a Counter-Insurgency (COIN) aircraft used
to combat guerrilla forces in areas of dense cover. The United States
used these aircraft in South Vietnam. Following the war, many of these
aircraft were transferred to Panama and the Philippines. The A-37 is
slow by most standards and possesses average maneuverability. It does
not carry a radar and can only acquire aerial targets visually or with
direction from the ground. The Dragonfly carries its two heat-seeking
missiles for self defense only. These aircraft will tempt you into firing
radar guided missiles, but save them for more valuable targets. Slashing
Figure 8.3 The A-37

"Dragonfly''
attacks also work against the A-37, but the Magic missiles make it dan-
gerous to overshoot this aircraft. Dragonflys can be easily dispatched
with Sidewinders or guns but don't get caught out in front. Without a
radar, these aircraft cannot spot you at night except at very close range.
Kfir C2: <3> Multi-mode Search and Track radar,

2x 30 DEFA guns,
(2) R.530 radar guided and (2) MAGIC heat seekers
The Kfir "Lion Cub" is an Israeli version of the Dasault Mirage 5
with extensive internal and external modifications. These changes have
supposedly made this aircraft a better dogfighter at slow speeds. It is also
expected to perform ground attack missions as well. Colombia has pur-
chased a number of these aircraft from Israel to beef up its force of inter-
ceptors. The delta-wing gives this aircraft its recognizable form. It allows
for a high straight line speed although it bleeds energy in high-G turns.
The C2 will avoid turning battles and tend not to use the vertical plane.
The R.530 allows it to engage targets head-on, therefore the Kfir will
attempt a single slashing pass at high speed.
Mirage III: <3> Multi-mode Search and Track radar,
2x 30mm DEFA guns,
(2) R.530 radar guided and
The Mirage III was a veteran of service with Israel during the Mid-
dle East wars. This French-built aircraft features a delta-wing and the
same limitations as the Kfir. There is little noticeable difference between
the Mirage and Kfir. Tactics which work against the Kfir also work
equally well against the Mirage III. The biggest drawback to the Mirage
III is that it is getting on in years. In the 1960s, the Mirage was used
successfully by the Israelis in combating Su-7s and MiG-2ls. Thirry
years later these aircraft have about reached the end of their useful life.
Mirage Ills in this theater belong to the 11th Intercept/Attack Group
normally stationed at Palo Negro, Venezuela.
F-5: <4> Single-mode Search and Track radar,
2x M39A2 20mm guns,
Comments regarding the Soviet MiG-19 can be repeated here when
discussing the F-5. Built in the United States, the F-5 "Tiger II" was
never adopted for service with the USAF. Instead it was widely exported
Figure 8.4 The F-16

"Falcon"
and used to outfit our "Aggressor squadrons." Although their small size
makes them hard to see in combat, the Panamanian F-5s are not much
of a challenge to an F-15 . They are not much more than a nuisance that
requires you to use your precious allotment of missiles prematurely.
Don't waste a "Fox Two" on an F-5 if there's an F-16 lurking in the
weeds. And don't get into a turning battle with an F-5 and risk taking a
lucky hit. Use the vertical plane to escape, and then reverse into the
enemy. The F-5s are equipped with early model MAGIC heat seekers.
They must attack from a rear aspect angle, so make head-on attacks
using Split-S reversals if necessary.
F-16: <2> Pulse-Doppler Search and Track radar,
x M61Al 20mm Vulcan,
(2) R.530 radar-guided and
The most maneuverable and dangerous adversary you are likely to
encounter is the F-16 "Falcon." Made by General Dynamics, USA, and
Lockheed, the Falcon has been exported to select nations around the
world. The problem with exporting military technology is that it some-
times it comes back to haunt you. In this case, Venezuelan F-16s have
rushed to aid their Colombian allies. Anytime a F-16 is identified in the
battle area, it demands attention. It is a nimble dogfighter and can
assume any attack profile it chooses due to its positive thrust-to-weight
ratio. Fortunately, the Venezuelan F-16s are only equipped with French
air-to-air missiles which lack the range of your AMRAAMs and Sparrows.
The Ground Threat

The Colombian military has taken the lessons of the Gulf War to heart.
Iraq's experience in that conflict showed the vulnerability of fixed installa-
tions. Like lightning rods, fixed sites attract the bolts. Notice how easily
the Coalition was able to target and destroy Iraqi Scud missiles at fixed
sites, whereas the mobile launchers were a source of constant anxiety.
The Central America theater features a ground threat different from
those encountered in the other theaters. Having learned the value of
mobility as a weapon against air attack, Colombia has very few, if any,
fixed SAM installations. The two principal SAM weapons in this theater
are the Roland and Skyguard. Both of these are mobile. They are
deployed from towed launchers which can accompany any maneuver
unit in the field.
Mobile SAMs are made especially dangerous in this theater because
of the dense jungle cover. Hunting them requires a special kind of brav-
ery. You must get down low over the jungle to spot these sites. Usually
they will be located in tiny jungle clearings that are hard to see when you
are traveling at several hundred knots. Just remember that while you are
hunting them, they are hunting you. The winner will be the first to
deploy a weapon on target.
While the missiles themselves are mobile, the targets they are guard-
ing are not. So for practical purposes, mobile SAMs may as well be fixed
sites. They can be found in predictable locations; next to airfields, high
value installations, ports and urban centers.
Triple-A fire is generated mainly by vehicles accompanying ground
units. Armored units in particular are able to put up a credible amount
of lead. Several of the larger cities have enlisted the help of militia units
to man rooftop anti-aircraft guns. In this theater, triple-A is less dense
and generally less effective than in the other two scenarios. It is almost
negligible above 10,000 feet.

Obviously, the Canal Zone is the focal point of this campaign. Although
strikes on Bogota may have some political importance, bombs landing
on Colombian units in Panama will have the greatest impact (pun
THEATER
GEOGRAPHY
intended) .
The geography of Central America has always had a special value for
the United States. As the expansion of America's early pioneers reached
the west coast, a water route linking the two coasts became almost a neces-
sity. The odyssey of the battleship U.S.S. Oregon in its South American
cruise during the Spanish-American War proved the value of such a link.
Because of the Panama Canal, Central America has been a prize for
global strategists since the turn of this century. But as time has pro-
gressed, the canal has become less vital. The United States possesses
transport aircraft that can rapidly move troops and supplies by air. The
road and rail network linking both coasts has also grown significantly.
Economically, the canal has lost some of its importance because modern
petroleum carrying supertankers can't fit through its locks. The width of
the canal has a military significance as well. U.S. aircraft carriers cannot
transit the canal either.
At the beginning of this campaign, the former U.S. bases in the
Zone are functioning quite well for the Colombians. Expect a lot of sor-
ties to be generated in this area, given the number of military airfields.
Triple-A is always present in this region. The Colombians are well aware
of how long it will take to repair the Canal locks if they are damaged.
The northern coast of Colombia from Cartagena to Santa Marta is
also heavily defended and extremely dangerous. Besides the importance
of these ports to the local economies, Colombia has naval bases located
at both of these cities. Cartagena is the headquarters for the Caribbean
Coast Command and the home port for the Caribbean fleet when it is
not on maneuvers. Normally these ships would be detailed to help pro-
tect San Andres from the Nicaraguans.
There are numerous early warning radar sites stretching the length
of the coast. It is doubtful whether an intruder could penetrate this
airspace undetected. A failed attempt at penetration would result in an
immediate wave of interceptors being dispatched from any of the seven
airbases in the vicinity. This area is well guarded by both fixed and
mobile triple-A. Air defense assets are being removed from their compo-
nent ground units and are subsequently on loan to protect airfields.
This coastal region is critical to protecting Colombia's economic
future. Most of the country's natural resources of iron ore and bauxite
are located here. A series of airstrikes to destroy the mining facilities or
tear up the transportation infrastructure would cripple Colombia for
months to come. Much of the nation's air force has been concentrated in
the northwest region. Bogota expects the United States to limit its
response to airstrikes designed to punishment raids only. This being the
case, economic targets would present the United States with its best
method of punishment.
The same is true for Venezuela's petroleum industry. Centered near
Maracaibo, Venezuela's oil fields are well within range of U.S. carrier
groups in the Caribbean and vulnerable to attack. This region is literally
floating on a subterranean sea of oil, and the Gulf of Venezuela is a per-
fect inland staging area. It is heavily traveled by fleets of supertankers
taking on crude. A blockade of the Gulf by the USN, even for a short
time, would have a disastrous effect on Venezuela's GNP.
The terrain you will encounter in this theater is not unlike that
which confronted the USAF during the Vietnam War. The lowland jun-
gles of Panama look similar to the rain forests of Southeast Asia. The
jagged peaks are a reminder of Vietnam's central highlands near Pleiku
and Kontum.
The variety of terrain makes this theater a challenge. The steaming
triple-canopy jungle in Panama contrasts sharply with the frigid thin-air
climate atop the Andes mountains. The Andes run north to south just
east of Colombia's Pacific coast. One prominent feature of the theater is
the high Andes mountain range. Another is the abundance of water.
Given the Caribbean Ocean north of Panama and the Pacific Ocean to
the south, your transit routes between targets will be conducted mainly
over water.
The combination of these two extremes will make for interesting
missions. The long stretches of water in this theater give you the oppor-
tunity to wave-hop undetected for great distances. However, once over
land or near your target, mountainous terrain will force you to fly at alti-
tudes higher than you're probably used to.
Much of western Panama is broken up by jungle and minor moun-
tain areas. In fact, there is an outcropping of lesser mountains just west
of the Canal Zone. Missions having to strike targets within the Zone
might do well to avoid western Panama altogether. It is a difficult region
to fly in without risking detection.
Bypassing these mountains by remaining over water is a good idea.
Like elsewhere, passing near one of these mountains with your Autopilot
engaged has a tendency to bounce you up to a detectable altitude. If you
are going to fly these ranges, then fly them. Leave the Autopilot off and
rely on manual skills.
There are really two types of mountain regions in this theater; low-
lying foothills like those in Panama and the impressive Andean peaks.
The minor foothills can be negotiated the same way as in other theaters.
They are sporadic and form numerous valleys which are good for high
speed transit.
The high peaks of the Andes in central Colombia are a different
matter altogether. These mountains are still only foothills of the even
higher Andes range farther south. But even so, these mountains make up
a wide belt of elevated terrain. It is easy to find yourself trapped at these
high altitudes and unable to descend below radar coverage. If you are
detected, it will become a steady fight to get back down to a lower flight
level. More than likely you will stay on the enemy's radar until you clear
these mountains.
276 F-15 STRIKE EAGLE Ill: T HE O FFICIAL STRATEGY G UIDE
The Central America theater is different from the others in that,

with the exception of missions flown out of Honduras, most sorties are
flown predominately west to east. This will require players to get familiar
with using longitudinal grid lines for navigation. Navigation shouldn't
be a problem, however. The familiar isthmus and coastlines allow pilots
to use landmarks to pinpoint their locations.
As in the other theaters, certain areas are worthy of special mention.
These areas either contain a preponderance of high value targets or air
defenses which are heavier than normal.
Panama City, Panama (N0908 W7926)

As Panama's capital and largest city, Panama City is an important objec-
tive for any attacking ground force. Colombia's invasion which sparked
this conflict was no different. Sitting astride the Canal Zone, Panama
City represents a major east-west crossing point. Colombian tanks and
APCs swept into the city from the east, secured it, then poured over the
Figure 8.5 Panama
City and vicinity
Bridge of the Americas connecting the two continents. Once across this
last obstacle, the Colombians completed their occupation with the help of
amphibious landings along Panama's Pacific coastline.
There are three usable airfields located near Panama City. Since the
invasion, elements of the Colombian Air Force have taken up residence.
One of these, the Marcos A. Gelabert International Airport (N0908
W7926) is located within city limits. The other two, Howard AFB
(N0905 W7937) and Albrook AFB (N0909 W 7930) are actually former
U .S. airbases. They were left in pristine condition when the USAF
pulled out according to treaty. There are a number of important targets
inside Panama City. Most of these targets are congregated on the small
peninsula next to the Canal opening to the sea. These targets include the
television station which is being used to spread disinformation and pro-
paganda to the Panamanians and eager world press. The Government
palace is also located there along with the Justice Building.
In the center of the city is the headquarters for the occupation.
Colombian officers of all three branches of service plus their staffs are
currently residing there. Northeast of the HQ building is the Phone
Company with its telecommunications center. All domestic and overseas
lines must pass through this exchange which is being monitored by the
Secret Police. In the far eastern end of the city are the port facilities.
Currently there are several ships waiting to off-load their cargoes of mili-
tary supplies. Several small missile boats of Colombia's Caribbean fleet
are at anchor here as well. They have sought this location as a place of
refuge from the U.S. fleet they know is out there.
Aside from a respectable amount of triple-A, there is a single Roland
battery in the shadow of a low-lying mountain to the northeast of the
city. It is hard to locate because of the dense jungle growth. This battery Figure 8.6 The
guards the northern approaches to the city. Panama canal (looking
north toward Colon on
the horizon)
Panama Canal , Panama

(N0909 W7937)
Since its construction early this century,
the Panama Canal has made Panama a
prime area of strategic importance for the
United States. The canal lock system
saves weeks of steaming time around the
south tip of the hemisphere. The system
is beginning to show its age and has
become somewhat obsolete in recent
years. Modern warships, like our aircraft carriers, are too large to squeeze
through the locks. Likewise, petroleum supertankers also cannot use this
route. The city of Colon anchors the northern end of the canal. Panama
City is located at the southern end. The canal is currently being used by
Colombian naval vessels repositioning for the expected U.S. attack. Two
Colombian frigates have left the Pacific and begun transiting the canal
(N0915 W7944). Intelligence sources have also received information
concerning a freighter loaded with chemical weapons. This ship is cur-
rently in the canal system (N0917 W7956) steaming north toward
Colon with two tankers.
Colon, Panama (N0927 W7948)

The port of Colon stands at the northern end of the Canal Zone and
contains important cargo-handling facilities . The Enrique Aldolfo
Jimenez Airport (N0928 W7958) , just west of the port, has been con-
verted to military use. It is a major airfield with two runways and the
principal Colombian staging area for missions in the Caribbean. Inside
the city, the Colombian Army has established a Corp headquarters.
Directly adjacent to the HQ is an important communications relay
tower which it uses as a link with Colombia. On the road leading east
from the city is located another Commo tower. This one is being used
by the Colombian navy to send message traffic to its ships out at sea.
Triple-A fire in this region is considerable by Central American stan-
dards. The northern entrance/exit lock system is just a few miles west of
the city. Fuel supplies are being rushed into the region in preparation for
the expected American attack. A major convoy of fuel trucks and supply
vehicles are approaching the city from the east.
Rio Halo, Panama (W0830 W8003)

During Operation "Just Cause" in 1989, the military compound at Rio
Hato was home to Manuel Noreiga's most loyal troops. Panama's best
units, including Battalion 2000, were stationed at least in part within
this facility. The first bomb ever dropped by a Stealth bomber was a
laser-guided GBU-10 which landed on the premises of Rio Hato right at
H-Hour. The Panamanian troops which were housed here prior to the
US invasion have long since been disbanded. Now, a Colombian
infantry unit is occupying the grounds, so you can expect some light
triple-A and small arms fire.
"Little Colombia," Panama (N0840 W7755)

The Chucunaque river valley in eastern Panama is so infested with
cocaine-processing camps that it has become known as "Little Colom-
bia." To the U.S. Drug Enforcement Agency, the lowland jungle
between the del Darien and de Canazas mountain ranges is Panama's
A-Shau Valley. Terrorist groups carry on a symbiotic relationship with
the cocaine traffickers in this area. The terrorists receive money and
weapons in return for protecting the drug lord's jungle laboratories. Do
not bail out over this area. Regardless of where you land, the men below
are not friendly and have never read the Geneva convention.
"The Doghouse," Panama (N0850 W7920)

Directly south of Panama City is a body of water nicknamed "the Dog-
house." In a theater not known for heavy concentrations of SAMs and
Figure 8.7 ''The
Doghouse"
triple-A, the Doghouse is one of the deadliest areas you'll find. Making
up the northern boundary of this area is Panama City's air defense net-
work. The Roland system northeast of the city is always noteworthy. To
the south lies the well protected island airbase of Punta Cocos complete
with early warning radar and another battery of Rolands just north of
the runway. The Colombians have stationed a unit of OV-lOs and
Dragonflys on the island. While not particularly dangerous, these slow
movers have a nasty habit of interfering with bomb runs which approach
Panama City from the south. Just to the east of the island is a trio of
Colombian missile boats which are hustling back to Buenaventura naval
base. These boats are equipped with the usual SA-14 "heat seekers. "
Buenaventura , Colombia (N0249 W7724)

The port of Buenaventura is the major naval base for Colombia's Pacific
fleet. It is also the port from which the amphibious assault on Panama
was launched. The easiest way to get large amounts of military supplies
into Panama is by sea. Therefore, activity within its harbor continues at
a fever pace. Its three piers are crammed with personnel and machinery
waiting to load inbound freighters . Colombia must pump as many loads
of supplies into Panama as it can before elements of the U.S. Pacific fleet
arrive to institute a blockade. Until that time, the only way to interrupt
the flow of goods is by air strikes. As you might expect, there are numer-
ous SAMs and triple-A guarding the port. Positioned north of the city
are several Skyguard SAMs units defending Buenaventura's single air-
base. Located at this base is a squadron of Kfir and Mirage interceptors.
San Andres, Caribbean Ocean (N1235 W8140) and

Providencia , Caribbean Ocean (N1322 W8105)
Off the east coast of Nicaragua lay the islands of San Andres and Provi-
dencia. San Andres happens to be the Caribbean headquarters of the
Colombian navy. It is suitably equipped with a strong air defense system
and military runway. The base was originally constructed to protect
these islands from Nicaragua which has in the past disputed Colombia's
sovereignty. The island's radar system is quite capable of detecting both
incoming airstrikes and naval vessels. It completely dominates the sea
route down the Caribbean coast of Nicaragua. Likewise, any naval force
moving to reinforce troops in Costa Rica is vulnerable to attack from air-
craft based on these islands.
The San Andres base is too far north to interfere with air missions
generated from Costa Rica, however. Aircraft leaving San Jose Interna-
tional Airport can easily escape detection by hiding among the mountain
ranges to the south. Even on afterburner, enemy interceptors from San
Andres would be hard pressed to locate, catch up to, and then shoot
down such aircraft leaving San Jose. Strike missions launched from Hon-
duras (north of the Nicaraguan border) are a different matter, however.
Missions staged from Ahaus in eastern Honduras are usually directed
against targets along the Nicaraguan coast. Some of these missions are
directed against the islands themselves. Rendering the base unusable will
allow the US Navy to operate in the Caribbean unmolested.
Moving north towards the islands, a small group of landing barges
have been spotted by satellite. Currently these ships are located at
(N1220 W8058). They are believed to be carrying thousands of Colom-
bian ground troops bound for San Andres co reinforce the garrison there.
Managua, Nicaragua (N1213 W8555)

Managua is the capital and seat of the Sandinista government in
Nicaragua. The Sandinistas gave the Reagan administration no end of
grief during their long civil war against the U.S.-backed "Contras" in the
1980s. Nicaragua has given its tacit support to Colombia during the
Panamanian invasion. Now it is preparing to deal with the expected
American riposte. Managua is surrounded by no less than three military
airfields; Augusto Cesar Sandino International (N1209 W8547), Los
Brasiles Airport (Nl216 W8606), and Punta Huete Airport (N1228
W8548) . Guarding these airfields are a number of active SAM sites.
USN Carrier Battlegroups

(Somewhere in the Caribbean and Pacific Oceans)
There are currently two U.S. aircraft carrier battlegroups moving into
the cheater. One group, located off the northern coast of Colombia, con-
sists of the aircraft carrier, U.S.S. Carl Vinson (CV-70) and six escort
vessels. With the F/A-18s, the Carl Vinson is preparing to conduct
airstrikes against Colombian port facilities. Colombian Type 209 sub-
marines have left port and are currently searching for this battlegroup
(N1344 W7500). The other bactlegroup consists of the aircraft carrier
U.S.S. Independence (CV-62) and her escorts. This group is located far
to the south of Panama in the Pacific Ocean. It is steaming eastward to
launch airstrikes on the naval base at Buenaventura once in range.

Another Colombian 209 has surfaced ahead of the Independence to
recharge its batteries (N0332 W8030).

Honduras
Mayan Temples (N1530 W8547)
Nicaragua
Bluefields Airfield (N1208 W8335)
Colombia
Cucuta Airfield (N0915 W7320)
Puerto Bolivar Airfield (N1251 W7230)
Cartagena (N1048 W7553)
Barranquilla (Nl 115 W7525)
Santa Marta (Nl 139 W7447)
Medellin (N0624 W7546)
Bogota (N0445 W7411)
Venezuela
Maracaibo (Nl 111 W7228)
Costa Rica
San Jose (N0959 W8349)
Puerto Limon (N0951 W8246)
CAMPAIGN Of the three theaters in Strike Eagle III, the Central American theater is
TACTICS perhaps the easiest to fly in for a number of reasons. This theater has
wide areas of empty ocean and uninhabited mountain regions for players
to fly around in undetected. This opens the theater up to maneuver;
either in the form of low-level dash penetrations or high-altitude cruising
for fuel economy.
With the exception of certain deep-strike missions into Colombia,
you are never very far from a body of water. Luckily, the United States
has a naval presence both north and south of Panama which allows it to
rescue pilots who are forced to ditch at sea. Given the political nature of
this conflict, pilots who are captured should figure on spending a long
time as POWs.
Remaining over water also allows you to wave-hop on Automatic
pilot for long distances. This hands-free flying gives you time to perform
other cockpit chores while ingressing. On the egress, enemy interceptors
will have a hard time sneaking up on you undetected once the radar is
cleared of "ground clutter."
The lack of secondary radar coverage is another reason why this the-
ater is easier than the others. You will encounter far fewer GCI and SAM
radars during your missions. Knocking out even a single GCI will have a
great effect on the enemy's ability to detect you in subsequent campaign
missions.
Those radars that do exist are located near large population centers and
major airfields. Avoiding these when possible is another way to cut down
on the chances of being detected. Once you have pinpointed and stayed
away from the enemy radars, this theater makes it easy to stay hidden.
Pilots that are crafty can spend a great deal of their missions totally invisible
and combine the bomb load of an F-15E with the stealth of an F-11 7A
The opposition in this theater is composed almost exclusively of
western aircraft and equipment. The lack of Soviet hardware may be dis-
concerting for those pilots accustomed to fighting the spare Hammer
and Sickle. The change in tactics is subtle. Fortunately, you won't be
going up against an Air Force with 600+ planes nor an air defense sys-
tem with thousands of SAMs. The enemy strength in this theater is
modest by comparison.
In fact, there are no major belts of SAMs anywhere in this theater.
Even near some high value targets, the air defense can be termed light to
moderate. There are places in which the air defense is significantly
stronger than normal, but none of these areas represents a "no-fly" zone.
Certainly the triple-A over Panama City is nothing like what you'll expe-
rience over Baghdad or Pyongyang.
Because the majority of the air defense in this theater is mobile, it is
hard to characterize. Sometimes you will find SAMs clustered right
among your targets as point defense. Other times, the SAM system will
be performing some type of area denial mission over ground units.
Military airfields in this part of the world are few and far between.
Accessibility is a constant problem which limits the number of suitable
construction locations. The cost of building a major base is often too
high to be undertaken by many Third World budgets. In Panama, for
example, most of the airbases were constructed by the United States to
protect the Canal Zone.
Because airfields are located far apart from each other, the enemy
will have a difficult time building flights of interceptors. Timing and
execution may well present the enemy with an insurmountable problem.
Attacks from enemy aircraft will be tactically uncoordinated and display
a marked lack of advance planning.
When flying off the northern coast of South America, be aware that
you are intruding into a very sensitive region for both Colombia or
Venezuela. Flying over Panama is one thing but this is one area where
they definitely don't want to spot you. Expect them to react quickly
once your presence is detected. You are most likely to encounter F-16s
in this region because of its importance.
The Venezuelan F-16s are by far the most dangerous aircraft you'll
tangle with in this theater. They can engage you from a head-on aspect
with radar guided missiles or use their speed to sneak up from behind.
You can also expect to see Kfir fighter aircraft scrambling from Panama-
nian airfields. Any trip in this area is bound to be exciting.
Another area with a heavy concentration of interceptors is central
Columbia, just south of Medellin. There are at least eight air bases in the
vicinity. How many of these are devoted to trafficking narcotics and how
many are there for military reasons is an open question.
Regardless of who controls the airfields, you can expect a less than
cordial greeting from this area. It is probably a good idea to stay low and
fly around the mountains in this area rather than revealing yourself to
radar. With all these airfields present, the odds are good that you'll wind
up getting involved in some tag-team affair.
The enemy aircraft you encounter in this theater will be mostly
Counter-Insurgency (COIN) aircraft. COIN aircraft do not make for
good interceptors and are out of their league trying to perform in an air-
to-air role. These aircraft are usually only armed with heavy machine
guns for attacking ground targets.
COIN aircraft are sometimes equipped with heat-seeking missiles
that they use for defensive purposes. The fact that these aircraft are com-
ing out to engage you just points out the macho mentality of pilots the
world over. (How many times have you decided to go after 'Just one more
fighter" and then been shot down?)
Because COIN aircraft have no radar, they are completely helpless
to detect you at night. They shouldn't be allowed out after dark. Every
now and then some GCI technician will pass on an intercept order to a
unit equipped only with A-37s. Besides being blind at night, these air-
craft are equipped with tail-chase "heaters" only. Keep them out in front
of you and you'll be safe.
Missile Boats
Less than 50 miles from Costa Rica are three Colombian missile boats
making for the port of Colon at a high rate of speed. Prior to the open-
CHAPTER 8: CENTRAL AMERICA: "}UST CAUSE II" SCENARIO 285
ing of hostilities, these boats were resting at anchor off San Andres. But
with several U.S. carrier battlegroups entering the area, it was thought
best to get these ships out of the way. Currently, this patrol group is
located just off the northern coast of Panama (N0935 W8130).
If these missile boats detect you, count on them calling for help.
There is a squadron of Colombian fighters on call at Enrique Malick
International (N0830 W82 l 5) near the town of David in eastern
Panama. This airbase is less than 25 nautical miles away, only minutes
by air. Be careful. Because of the physical location of this base and your
general direction of travel, aircraft scrambled from David invariably
wind up "in your six."
Missile boats are not particularly dangerous when viewed from a dis-
tance, but they are lethal up close. Crewmen on the decks of these vessels
are equipped with short-ranged SA-14 shoulder-fired SAMs. Be ready to
kick flares out the back of your aircraft if one of these boats detects you.
The main danger associated with these vessels is not from the SA-
l 4s. Gremlin missiles are strictly a self-defense measure and have a lim-
ited engagement envelope. The biggest threat posed by these tiny vessels
is that they may detect you in transit from Costa Rican airfields. As the
U.S. carrier groups and escorts move into the region, expect these tiny
boats to remain near the coast or head for port.
Armor Concentrations
Venezuelan armored units are congregating along Colombia's Pacific
coastline west of Medellin. These tanks and supply vehicles are massing
in convoys waiting for orders to move north into Panama if necessary.
Because of the limited road network, the Inter-American highway is lit-
erally choked with these vehicles. It is a tempting target of opportunity
for a strike aircraft returning from a mission with several hundred
rounds remaining.
Take-off Points
The following summary lists the various take-off points and their target
regions. Use the mission map to assist you in identifying the various tar-
get areas.
Ahaus, Honduras (Nl528 W8400): eastern coast of Nicaragua and
islands of San Andres and Providencia
Toncontin, Honduras (N1359 W8648): central and western

Nicaragua to include Managua
Tomas Guardia International, Costa Rica (N1041 W8506):
southwestern Panama
San Jose, Costa Rica (N1006 W8353): northwestern Panama
including Colon and northern canal area
Puerto Limon, Costa Rica (N0947 W8243): from Canal Zone east
to Colombian border including Panama City
Tanker, Pacific Ocean: lower Colombia south of Bogota
Tanker, Pacific Ocean: central Colombia including Bogota and
Medellin,
Tanker, Caribbean Ocean: upper Colombia including coastline from
Panama to Santa Marta
Tanker, Caribbean Ocean: Colombian coastline from Santa Marta to
eastern map edge including Venezuela
~-
THEATER Points for Downing Hostile Aircraft
SCORING Aircraft are worth an average of 50 points. The exact figure depends

Air Defense
Skyguard SAM Soft 10
Skyguard Triple-A Soft 20
Triple-A Soft 20
Skyfi.re (Skyguard Radar) Soft 20
SAM Radar Hard 20
Roland SAM Hard 30
Naval Vessels
Fuel Tanker Soft 10
Amphibious Landing Vessel Soft 20

Naval Vessels (continued)
Frigate Soft 30
Type 209 Submarine Soft 50
Vehicles
AMX-30 Tank Hard 10
Scorpion Hard 10
V-150 Hard 10
Truck Soft 10
EE-9 Hard 15
EE-11 Hard 15
Strategic Targets
Canal Lock Shed Soft 10
High Building Soft 30
Canal Lock Soft 30
Tower Soft 30
Hangar Soft 30
Palace Soft 40
Hanger Hard 40
Oil Rig Soft 40
Bunker Hard 40
Commo Building Hard 40
Tower Soft 40
Justice Building Soft 50
Bridge Soft 50

Big Bridge (120)
Bridge Section (3 each) Soft 40
Port Facility (110)

Pier Soft 50
Port Facility (200)
Pier (4 each) Soft 50
Field HQ (60)
Supply Tent (2 each) Soft 10
Mobile Commo Center Soft 10
Terrorist Camp (50)
Supply Tent Soft 10
Guard Tower Soft 10
Troop Tent Soft 10
Mll3APC Hard 10
Town (70)
Commo Center Soft 10
Warehouse Soft 10
City (80)
Phone Company (80)
Satellite Dishes Soft 10
Annex Building Soft 30
T elecomm Center Soft 40
Police Headquarters (35)
Flag Soft 5
TV Station (40)
Transmission Tower Soft 10
TV Station Building Soft 30
APPENDIX
The Enemy
A
What would a combat flight simulator be without hostile forces to make
life difficult? Strike Eagle III presents you with a threefold threat; enemy
aircraft with their AAMs and guns, SAMs, and triple-A. Depending upon
the difficulty level selected at the beginning of the mission, the enemy
can be a first-rate deterrent or second and third stringers. The following
section takes a closer look at the makeup of the enemy forces you will
encounter, regardless of their competency.
AIRCRAFT (BANDITS)
With the exception of Head-to-Head competitions, enemy aircraft in this
simulation are obviously controlled by the computer. Known as artificial
intelligence or Al, the internal programming of the software dictates the
response or tactics used by enemy aircraft to counter your own strategy.
Al programming in a simulation such as Strike Eagle III is quite sophisti-
cated and extensive. It takes up a good percentage of the total amount of
design code. But it does have limitations placed on it by usable memory
space as well as other factors .
Unfortunately, enemy Al is after all, just that; artificial. There is no
way to realistically factor into a combat simulation the human element of
warfare. There are just too many intangibles; fear, fatigue, or maybe
something as simple as a pilot having an "off day." Not all of these vari-
ables can be reliably expressed within the limitations of home computers.
Enemy aircraft function within two major sets of operational guide-
lines. The first set of guidelines controls the enemy aircraft and decides
their immediate intentions; What am I (the enemy) trying to do? Usually this
289
consists of taking off, receiving direction from GCis or other detection

assets, and finally engaging your aircraft in an attempt to shoot you down.
The second set of guidelines is concerned with programmed reac-
tions to what you are attempting to do. Your F-15' s flight profile,
including speed and altitude, directly affects the manner in which the
enemy engages your aircraft. There are subtle differences, not always
readily apparent.
To program AI to account for every conceivable contingency would
require twice the current amount of internal memory and probably
more. Players often bemoan enemy AI as being predictable and not very
intelligent, artificial or otherwise. Actually, enemy aircraft do follow a
prescribed method of combat and a preprogrammed set of instructions.
Their playbook severely limits the way bandit aircraft react.
Guess what! There is nothing artificial about that. Soviet tactical doc-
trine in real life limits a pilot's initiative and capability for independent
action. Remember the Korean Airliner KAL-007 shot down over
Sakhalin Island in 1983? On September 1st, a Korean 747 airliner bound
for Seoul, South Korea wandered in and out of Soviet airspace for several
hours. This would be considered an eternity during a nuclear war.
Finally, as the airliner passed over the Soviet-held Sakhalin islands,
an SU-15 fired 2 AA-3 "Anab" missiles. One of the missiles missed but
the other struck a wing (probably a heat-seeker hitting an engine) causing
the wide-body jet to begin spiraling down from a height of 6 miles. The
deadly plunge took over 12 minutes to complete and ultimately cost the
lives of all 269 people aboard.
The degree of control GCis exercised over the Soviet fighters
involved in the intercept was astounding. Anyone who has read the tran-
scripts can look at the sheer number of radio transmissions and arrive at
only one conclusion. The fighters, MiG-23s and SU-15 interceptors,
were under complete control of ground-based radar operators.
Far from an isolated incident, this same event occurred in 1978 over
Murmansk. Then, as now, fighters were scrambled to intercept a civilian
airliner which strayed into Soviet airspace. Throughout the incident,
Soviet fighters were under the direction of ground based radars, even to
the point of being told what altitude to assume at a given time. Soviet
pilots (and Soviet-trained pilots) are taught to respond in textbook man-
ner. Therefore, if you really believe that the enemy is becoming pre-
dictable, think again. Maybe it is you who are becoming predictable.
Because they are placed on the strategic defensive, enemy fighters are
reacting to you. If you continue to use the same tactics, they will also,
especially if they are able to shoot you down. Mix up your ingress flight
APPENDIX A: THE ENEMY 291
profile by alternating your speed or

altitude and see what effect this has
on enemy AI.
There have been instances in
which bandit aircraft have "saddled
up" to my aircraft like they were try-
ing to fly in formation with me. I
thought this was an example of bad
AI programming until I realized
what was actually happening. The
bandit was flying directly on my
"six," keeping me in sight and con-
tent to await reinforcements. I
Figure A.1 Bandits
found to my chagrin that the enemy was quite willing to allow me to
taking off from an
continue flying as long as I didn't threaten him or try to escape. As soon enemy airfield. Your
as I tried to throw him off my "six," the bandit ripped my aircraft up lone F-15E will soon
with a burst of 30mm fire. be getting a workout.
Air-to-Air Missiles (AAMs)

In Strike Eagle Ill, there are a total of eleven different AAMs carried by
enemy aircraft. Like the missiles carried by your own F-1 SE, the enemy
utilizes both radar-guided and heat-seeking AAMs. The number and
type of AAMs carried by enemy aircraft is entirely dependent upon the
theater (and difficulty level) where your mission is taking place.
You are faced with Soviet-built AAMs in both the Desert Storm and
MiG Alley scenarios. Iraq and North Korea, being client states of the for-
mer Soviet Union, were able to purchase thousands of Soviet AAMs
throughout the 1980s. These missiles were then used to equip the hundreds
of Soviet-built aircraft which make up their respective national air forces.
The Central American scenario pits your aircraft against the French
missiles (MAGIC and R.530F) which equip the Colombian and
Venezuelan air forces. This only stands to reason since the vast majority
of aircraft owned by these countries were built by Wes tern nations
(including the US-made F-16 Falcon).
Radar-Guided AAMs
There are two types of radar-guided AAMs; semi-active radar homing
(SARH) like the AIM-7 Sparrow and active-homing missiles like the
AIM-120A AMRAAM. Fortunately for you, there are no active-homing
292 F-15 ST RIKE EAGLE Ill: T HE O FFICIAL STRATEGY G UIDE
Figure A.2 The radar-

guided AA-1OC
~
"Alamo," one of the few
enemy missiles which 13 II
compares favorably
with your own AAMs
enemy AAMs represented in the game. All of the radar-guided AAMs

fired by enemy aircraft are SARH. This is an important liability which
players must be aware of. It can have a direct impact on the types of
ACM tactics you are able to use on the enemy.
SARH missiles require that the firing aircraft keep the target on its
radar throughout the missile's flight. If the target is able to get out of the
attacking aircraft's radar beam, the missile will go ballistic (unguided
straight LOS flight) and miss. SARH missiles also prevent the launching
aircraft from having more than one missile in flight at a time. A second
missile cannot be launched until the first either hits or is abandoned by
the attacking aircraft.
Radar-guided AAMs are generally larger than their heat-seeking
counterparts. Since they use radar instead of heat for guidance, they are
able to acquire and attack targets at longer ranges. Because of this, radar-
guided missiles are usually larger than "heaters." Additional space is
required to accommodate the increased amount of propellant. The war-
heads of radar-guided missiles are larger as well. So, not only are these
missiles able to fly farther, they inflict more damage on their targets than
do heat seekers.
Radar-guided missiles are considered all-aspect weapons. There are
no angular or aspect limitations placed on the firing aircraft except that
it must continually paint or illuminate the target on its radar. Head-on
attacks are just as common as attacks from any other quarter. In fact,
enemy aircraft are likely to launch radar-guided missiles at you from a
head-on aspect. When you begin evasive maneuvering, the enemy then
closes to "heater" range in order to finish you off.
The following AAMs in Strike Eagle III are radar-guided. All are of
the semi-active variety. The maximum range (in nautical miles), along
with the missile's NATO code name, is listed for each.
AAMs RANGE AAMs RANGE
AA-2C "Atoll" 4.5 nm AA-1 OA "Alamo" 14 nm

AA-6 "Acrid" 20nm AA-1 OC "Alamo" 20nm
SAA-7 "Apex" 20nm R.530F 14 nm
Heat-Seeking (IR) AAMs

Heat-seeking missiles function by being able to distinguish heat gener-
ated by a target from that of the cooler background sky. The seeker head
in the missile tracks the heat source in the InfraRed spectrum. It picks
out the higher temperature and guides itself toward that point without
help from the launching aircraft.
Even though heat-seeking AAMs are "fire-and-forget," some have
severe limitations which restrict their employment. Early model
"heaters" had rudimentary seeker heads which were easily decoyed or
lured by alternative heat sources (like the sun, for instance). These mis-
siles required huge temperature disparities between target and back-
ground in order to work properly.
The only thing capable of producing such a disparity was the air-
craft's own super-heated exhaust, so early heat seekers were classified as
"tail-chase only" because they could only track a target from behind. It
was necessary for tail-chase missiles to have a clear LOS to the target's
exhaust. This could only be obtained by an attacking aircraft which finds
itself in the target's "six."
Even today some of those early heat seekers, especially the AA-2
"Atoll," remain in service with Third World nations. But for the most
part, modern heat-seeking missiles have sophisticated seeker heads better
able to distinguish between heat sources. These second-generation seeker
heads are cryogenically cooled by C02 gases and far more discriminat-
ing than tail-chase missiles. Known as "all-aspect" missiles, they have a
higher heat sensitivity which allows them to function reliably regardless
of their angle to the target.
Even with higher sensitivity, the ability of a missile to track a heat
source drops off dramatically as range increases. This is why most heat-
seeking missiles have such short ranges and why their use is limited to
dogfighting or single pass surprise attacks. Heat-seeking missiles do not
appear on the TEWS because they use no radiated energy to track their
targets. They are completely "passive" trackers, therefore, there is noth-
ing for the TEWS to detect.
In Strike Eagle III, however, the simulation designers have been gra-
cious enough to allow you some type of warning when a heat seeker is
launched. An audio missile alarm inside the cockpit will alert you that a
Figure A.3 The early

model AA-2 Atoll: its
success rate was less
than 60% throughout
the 1960s.
294 F- 15 STRIKE EAGLE III: THE OFFICIAL STRATEGY GUIDE
missile has been fired. In real life, the only way you would know an IR
missile was on its way is if you or your WSO actually saw it being
launched.
The following AAMs in Strike Eagle III are heat seekers. The maxi-
mum range (in nautical miles), along with the missile's NATO code
name, is listed for each.
AAMs RANGE AAMs RANGE

AA-2D "Atoll" 1.6 nm AA-11 "Archer" 4.5 nm
AA-8 "Aphid" 3nm MAGIC: 3nm
AA-lOB "Alamo" 14 nm
Please note that due to an error in printing, the line drawings of the
AA-10 "Alamo" and AA-11 "Archer" on page 186 of the instruction
manual were transposed.
Surface-to-Air Missiles (SAMs)

Surface-to-Air missiles (better known as SAMs) represent a significant
and long range obstacle to your mission planning. In fact, the biggest
threat to your aircraft is not other aircraft, as you might expect, but
SAMs. Far more contemporary aircraft have been downed by SAMs than
have ever been destroyed during air engagements. With the exception of
the Roland, Hawk, and Skyguard systems, all the Surface-to-Air missiles
(SAMs) you will encounter in Strike Eagle III were designed and manu-
factured within the former Soviet Union.
Surface-to-Air missiles are the glue which binds a national system of
air defense together. Strategically placed throughout a country, long
range SAMs provide an umbrella-like coverage over important military
and economic assets. They are an inexpensive alternative to an air force
requiring hundreds of aircraft and thousands of pilots.
During the later stages of the air war over North Vietnam, U.S.
pilots went up against the most concentrated air defenses in the world at
that time (1971-1972). The "Linebacker II" raids consisted of thousands
Figure A.4 The

SA-2 "Guideline," a
command-guided
beam rider nicknamed
the "flying telephone
pole"
of sorties directed against strategic targets in the North. While the Air-
to-Air from MiGs was considerable, it was also manageable. The danger
posed by SAMs was ever present. The North Vietnamese fired off SA-2s
like Roman Candles, often two or three at a single aircraft.
Talk to most combat pilots and they'll tell you the thing that wor-
ried them the most were SAMs. They have a way of focusing one's atten-
tion. When a SAM is spotted arcing up from the ground, seconds seem
like minutes and minutes like hours. At this point it becomes just you
against the missile, an unthinking automaton bent on tracking you
down and blasting you from the sky. It is a highly impersonal affair and
far different than the human drama of a dogfight.
Yes indeed. There's nothing like knowing you' re wearing a big red
bull's-eye when there are SAMs in the air to teach you some humility.
Once a SAM is launched and begins tracking you, everything else
becomes a secondary consideration. Don't make the mistake of treating
SAMs lightly. Respect each one and you'll have a long and productive
career.
The key to defeating the SAM threat is early detection. The TEWS
is your primary means of spotting SAM launches. The next best means is
using your eyes. Have your WSO perform visual searches during down-
time in the missions. He's getting a free ride, so put him to work. If you
are flying as part of a multi-player mission, be on the look out for SAMs
and have your buddy do the same. Check each other's "six" positions
frequently. With four pairs of eyes on look out, not much should slip by.
Radar-Guided SAMs
Like AAMs, there are two types of SAMs in Strike Eagle III: radar-guided
and heat seekers. Radar-guided SAMs are more deadly than their heat-
seeking cousins. They have a far longer reach and greater destructive
power. Physically, these missiles also tend to be larger because of the
additional fuel and payload carried onboard.
In Strike Eagle Ill, radar-guided missiles located at fixed sites are
deployed in batteries of six or more launchers arranged around a central
radar system. Destroying the central radar renders the entire battery
Figure A.5 The SA-3

"Goa"
combat ineffective. It is not necessary to destroy each launcher or missile

separately.
The following SAMs in Strike Eagle III are radar-guided. The maxi-
mum range (in nautical miles), along with the missile's NATO code
RADAR-GUIDED RADAR-GUIDED
SAMs RANGE SAMs RANGE
Hawk 22nm SA-3 "Goa" 13.7 nm
Roland 3.8 nm SA-5 "Gammon" 140nm
Skyguard 15 nm SA-6 "Gainful" 16.4 nm
SA-2 "Guideline" 20nm SA-8 "Gecko" 8nm
Heat-Seeking SAMs
Heat-seeking SAMs are usually limited to low-level defense of mobile
targets. Many of these missiles, like the shoulder-fired SA-7 "Grail" and
SA-14 "Gremlin," are man-portable. Count on them being passed out to
ground troops like C-rations. Small naval craft are also equipped with
these missiles. It pays to have one finger on the flare release just in case
some yahoo on the deck decides to fire one at you.
Again, like their AAM counterparts, heat-seeking SAMs will not
show up on your TEWS. Fortunately, you will usually detect enemy
radars trying to "lock" you prior to a SAM being launched. For example,
enemy naval craft will generally show up on your TEWS display as
square icons with a number 8 inside. The heat-seeking SA-14s they usu-
ally have onboard do not require radar guidance, but the ships will try
and "lock" you just the same. Take it as a missile warning. Do not wait
to see the missile appear on the TEWS, it won't.
The following SAMs in Strike Eagle III are heat seekers. The maxi-
mum range (in nautical miles) along with the missile's NATO code
HEAT-SEEKING
SAMs RANGE
SA-7 "Grail" 1.6 nm
SA-9 "Gaskin" 3.5 nm
SA-13 "Gopher" 4.5 nm
SA-14 "Gremlin" 3.3nm
Figure A.6 The

HAWK "Homing All the
Way Killer," forerunner
u to the Patriot missile

system
MIM-238 I-HAWK (Improved Homing All the Way Killer)

Information about the HAWK missile was inadvertently left out of the
instruction manual. It is included here just in case the Iraqis have man-
aged to make their captured batteries operational.
The HAWK is a low-to-medium altitude, radar-guided SAM devel-
oped by the Raytheon Corp. for the United States. The first battery
became operational in 1960, more than 30 years ago. Since that time,
the HAWK technology has undergone many revisions. By 1971, all
existing missiles were brought up to standards and redesignated I-
HAWK (Improved HAWK).
The Kuwaiti I-HAWK batteries which the Iraqis captured in 1990
were PIP (Product Improvement Program) Phase II missiles. They were
equipped with improved radars (HPI-High Powered Illumination) fea-
turing solid-state components rather than the vacuum-tubing common
on Phase I models.
The I-HAWK features a 54 kg high explosive, fragmentation war-
head equipped with proximity and contact fusing. The missile regularly
attains speeds reaching mach 2.7. It uses (CW) continuous wave illumi-
nating radar to distinguish targets from background clutter at low levels.
It can engage high-altitude targets at ranges up to 22 nautical miles.
Low-altitude targets can be engaged up to 11 nautical miles away.
Each battery consists of two firing platoons of three triple-rail
launchers each. Therefore a single battery has a total of 18 missiles ready
to fire. Usually a HAWK battery is self-propelled by tracked launch
vehicles. There is also a trailer-type launcher available. Both types use a
three rail launch system.
Triple-A
Anti-aircraft artillery has been a threat to pilots ever since WW I when
aircraft first took to the sky to do battle. In the dawn of the air age,
ground fire was referred to as Ack-Ack or Archie. Although it is now
Figure A.7 The ZSU-

23/4 "Shilka"
known as triple-A, with the exception of radar fire control, it has

remained essentially unchanged. The vast majority of triple-A encoun-
tered in modern air combat is still unguided.
As Lenin once said, "Quantity has a quality all its own." The operat-
ing principle behind triple-A fire is volume not accuracy. The defender
attempts to put as much lead into the sky as his gun barrels will allow.
Because of the speed at which you are traveling, a defender will not be
aiming directly at your aircraft. He will be putting up a barrage in front
of you, hoping that your aircraft will fly into it.
There are two main types of anti-aircraft artillery (AAA) or triple-A
represented in Strike Eagle Ill mobile batteries and fixed sites. Both are
used to provide umbrella-like air defense coverage to friendly assets, forc-
ing enemy pilots to either go around or go away.
Mobile batteries are made up of ZSU 57-2 and the even deadlier,
ZSU 23-4 "Shilka." These self-propelled AAA vehicles are usually posi-
tioned to provide low-level air defense to ground units. According to the
doctrine and organization that Soviet client states adopt, four of these
vehicles are issued to each motorized rifle regiment, 16 per division.
These vehicles are dispersed among the company-sized maneuver
elements of these higher echelon ground units. They are usually respon-
sible for point defense of critical assets, such as an armored column or
unit headquarters. Added to the fire of these vehicles is the triple-A of
the ground unit itself. If the unit happens to be an armored unit, the
increased volume of triple-A can be considerable. In addition, shoulder-
held SA-9 and SA-14 heat-seeking missiles will be present in numbers
guaranteed to make life interesting.
Fixed or static triple-A sites are located to provide area defense near
strategic targets, such as large population centers or port facilities. Fixed
sites are also positioned near tactical targets such as headquarters, critical
installations, industrial plants, and bridges among others. When used
tactically, triple-A is termed point defense.
This type of triple-A has to be co-located near the target, because
Figure A.8 The typical

twin-barreled Anti-
Aircraft Artillery (AAA)
piece
once placed, it cannot be moved to affect a tactical situation. Therefore,

you can expect major concentrations of triple-A around most targets.
Figure that if targets are worth bombing, to the enemy, they are worth
defending. Fixed triple-A sites are also positioned along your likely
ingress routes to the target. The enemy's best opportunity to shoot you
down comes when you are preoccupied with bombing tasks. Your
ingress flight profile is usually straight and level to improve your bomb
delivery. Enemy gunners can't ask for a better target.
Whether mobile or fixed, triple-A can be lethal to low-flying air-
craft, regardless of how fast it may be traveling. It is relatively low-tech,
unaimed fire designed to distract pilots or preclude them from delivering
their ordnance on target. In Vietnam, the anti-aircraft gunners sub-
scribed to the "Golden BB theory," that is to say that it only takes one
lucky bullet to penetrate a canopy and kill the pilot. In a single-seat air-
craft it means end of mission.
In Strike Eagle III, triple-A has an eerie appearance especially at
night. It is reminiscent of scenes shown on CNN (Cable News Net- Figure A.9 Triple-A
work) during the first few days of the Gulf War. The glowing tracers arc coverage is conical.
Certain areas receive
less fire than others.
Period of vunerability
up from the ground to greet your aircraft with a curtain of lead. With
the exception of the larger radar-controlled batteries, triple-A fire is not
guided. It can be rendered ineffective simply by avoiding it. If you see
triple-A fire ahead, start making plans to go around. If the tactical situa-
tion makes this impossible, your alternative is to go over top of it. Of
course, climbing to avoid triple-A comes with inherent risks of its own.
As the following illustration shows, triple-A fire does not provide
100% coverage at all altitudes and ranges. There are certain areas where
it is less effective than others.
The conical shape of ground fire coverage originates with the firing
unit at the point of the wedge. Depending on the type of triple-A being
fired , the wedge can extend up to an altitude of 10,000 feet. While
small-arms fire is no longer effective over 1,500 feet, the thickest area of
coverage is between 2,500 and 5,000 feet.
Low-level, triple-A fire from fixed sites is heavy enough to create
"no-fly zones" around these point targets. The object of all this low-level
ground fire is keep bombers away, to make it impossible for them to
over fly their targets. If triple-A isn't able to actually prevent the attack,
at least it can distract the pilot on his run. The presence of all those trac-
ers going by his canopy is bound to have a negative affect on his aim.
These glowing fireflies also work to the pilot's benefit. Pilots which spot
the tracer fire know to stay away from that area. The enemy's ground
fire has revealed his positions.
Another purpose of low-level ground fire is to force attacking air-
craft up into the medium altitudes. At medium levels, those above 3,000
feet, an attacker is easier to detect. He is subjected to SAM launches and
larger caliber ground fire.
While the likelihood of being hit from ground fire is not as great at
medium altitude, it is still very good. The enemy is now capable of
watching you every step of the way. GCI radars can direct interceptors
to your location from far away.
At high altitudes, an attacking aircraft can be detected at very great
distances by long-range GCI radars. Fighter aircraft that remain on con-
stant strip alert are scrambled. Because the attacking aircraft are picked
up far away, interceptors have time to reach the proper altitude ahead of
time. Early detection also allows aircraft from different bases to assemble
and make joint interceptions.
Finally, every SAM along the attacker's possible route can be turned
to acquire the approaching enemy. Saturating the attacker with many
incoming missiles is the best way to ensure a hit. At high altitudes, air-
craft are less maneuverable and thus are less able to avoid SAMs.
Triple-A cannot be decoyed by flares or chaff. Even radar-con-

trolled, anti-aircraft guns usually have an optical backup system. Evasive
maneuvers usually are ineffective since triple-A relies on a barrage effect
rather than aiming at a specific target. The only sure way to defend your-
self from triple-A is to avoid it.
There are two methods of avoiding triple-A fire. The first method is
to steer clear of likely gun positions altogether. You should plan your
ingress and egress routes around large cities, airbases, and industrial
areas. Unfortunately, triple-A can't be avoided near your targets. The
second method of avoiding ground fire is by not alerting the gunners.
The enemy will not waste ammunition firing into an empty sky. If the
enemy does not know you are in the area, they will not shoot.
Staying low to the ground is a good way to keep from being
detected, especially at night. If you can remain undetected, chances are
good that you'll be able to carry out your mission. There is a drawback
to staying low, however. Unpowered stand-off weapons usually aren't
very effective when released at low levels. These weapons develop their
range as a result of their glide paths. At low levels, this ordnance doesn't
travel far. It requires you to get right up on a target before reaching your
release point.
APPENDIX
Career Progression
B
PROMOTIONS
RANK POINTS NEEDED
Brigadier General 100,000

Colonel 75,000
Lieutenant Colonel 55,000
Major 35,000
Captain 18,000
1st Lieutenant 3,000
2nd Lieutenant At Start
Each new pilot who is created on the Pilot's Roster begins the game
as a 2nd Lieutenant. After each successful mission, the pilot receives a
certain number of points based on his performance. As he gains more
points, he is promoted according to the schedule on this chart. This chart
lists all the possible ranks and the minimum number of points necessary
to attain them. Even though you may have the necessary points, you will
not be promoted unless the primary or secondary (including tertiary
changes) target has been destroyed on your most recent mission.
Remember, once you reach the rank of Brigadier General (100,000
points), your pilot is automatically and permanently retired. Flying
supersonic fighters is a young man's game, so give somebody new a
chance.
303
DECORATIONS
MEDAL OR AWARD POINTS NEEDED
Medal of Honor 3,800

Air Force Cross 3,200
Silver Star 2,600
Distinguished Fling Cross 2,000
Air Medal 1,500
Air Force Commendation Medal 500
Legion of Merit n/a
Meritorious Service Medal n/a
Purple Heart n/a
This chart lists all the possible decorations and the minimum single
mission score needed to attain chem. In order co be eligible, you must
destroy either the primary or secondary target, including tertiary target
changes, if any. Awards and medals are not automatic, and even though
you may fulfill the criteria, it is quite possible to be passed over.
Medal of Honor and Air Force Cross decorations are only awarded
if the Difficulty Level is 3.5 or greater. If the Difficulty Level is less than
3.5, the Silver Star is awarded instead.
The Legion of Merit and Meritorious Service Medals are awarded
for Head-to-Head Competitions only. The Purple Heart is awarded only
if you have received damage to your aircraft (and presumably to yourself).
PROMOTION BONUS POINTS

MEDAL OR AWARD BONUS POINTS
Medal of Honor 3,000

Air Force Cross 1,500
Silver Star 1,000
Distinguished Flying Cross 500
Air Medal 0
Air Force Commendation Medal 0
Legion of Merit 0
Meritorious Service Medal 0
Purple Heart 0
APPENDIX B: CAREER PROGRESSION 305
Each decoration that a pilot is awarded subtracts a certain number of

points off the minimum score required for promotion to the next rank.
For example, a Captain has two DFCs and the Silver Star. Normally, he
would need 35,000 points to be promoted to Major. Because of his three
decorations, he only needs 33,000 points (500 + 500 + 1,000 = 2,000).
MISSION BONUS POINTS

EVENT BONUS POINTS
Achieved Primary/Tertiary 300

Achieved Secondary/Tertiary 150
Won Campaign 200
Co-Op Mode 80% of total
End Mission 75% of total
Ejected 50% of total
Mission Bonus points are added to the mission score you receive
upon completion of a single mission. This new point total is used when
factoring in the Difficulty/Reality modifiers. Where a percentage is
noted, your new mission score is reduced to this percentage of the old
mission score.
The Difficulty/Reality Settings are added together, then divided by
10. The result is then rounded to the nearest tenth. The lowest possible
modifier is 1.0; the highest possible modifier is 4.0. Your mission score
multiplied by this modifier gives you your final point score for the mis-
sion. For example. your mission score was 3,500. The Difficulty/Reality
Setting was 27. (27 divided by 10 = 2.7.) 3,500 x 2.7 = 9450. You
would have 9,450 points added to your career point total.
DIFFICULTY/REALITY SWITCHES
DIFFICULTY/REALITY SWITCHES
THEATER
Panama 1
Desert Storm 2
Korea 4
Difficulty Level:
Easy 0
Moderate 2
Hard 3
Extreme 4
AA Radar Standard 1
AA Radar Authentic 3
AG Radar Standard 1
AG Radar Authentic 3
TEWS Standard 1
TEWS Authentic 3
Weapon Effectiveness Standard 1
Weapon Effectiveness Authentic 4
Targeting FLIR Standard 0
Targeting FLIR Authentic
TSD Standard 1
TSD Authentic 3
MPCD Color Standard 0
MPCD Color Authentic 1
Flight Model Standard 1
Flight Model Authentic 5
Landings Standard 1
Landings Authentic 2
F-15E Damage Standard 1
F- l 5E Damage Authentic 5
Training Mode On zero score
Training Mode Off normal score
No Crash Mode On 1
No Crash mode Off 3
APPENDIX
Awards and Medals

c
After every successful mission, players are eligible to receive certain deco-
rations (awards and medals) based on their performance. Only the point
score achieved on the most recently completed mission is used to deter-
mine award recipients.
MISSION AWARDS
Purple Heart (PH)
Description ofmedal: A heart-shaped pendant of purple enamel bearing a
gold replica of the head of General George Washington, in relief, and the
Washington shield. The shield is in colors.
Description ofribbon: The ribbon is dark purple with white edges.
Awarded for wounds received or death after being wounded as a result of
an act of any opposing armed force.
Air Force Commendation Medal (AFCM)

Description ofmedal: A bronze hexagon medallion bearing eagle, shield,
and arrows from the seal of the Department of the Air Force.
Description ofribbon: The ribbon is predominately yellow with blue edges
and three bands of blue spaced in the center.
Awarded for outstanding achievement or meritorious service rendered
specifically on behalf of the Air Force and acts of conspicuous courage.
307
Air Medal (AM)

Description ofmedal: A bronze compass rose displaying an eagle in flight
bearing lightning flashes .
Description ofribbon: The ribbon is predominately blue with two
orange-gold bands just inside the edges.
Awarded for meritorious achievement while participating in aerial flight.
Distinguished Flying Cross (DFC)

Description ofmedal: A bronze cross with rays on which is displayed a
propeller.
Description ofribbon: The ribbon is predominately blue, with a narrow
band or red bordred by white lines in the center. The edges of the
ribbon are outlined with equal bands of white inside blue.
Awarded for heroism or extraordinary achievement while participating in
aerial flight.
Silver Star (SS)

Description ofmedal: A small silver star within a wreath centered on a
larger star of gold-colored metal.
Description ofribbon: The ribbon has a center band of red flanked by
equal bands of white; the white bands are flanked by equal blue bands
having borders of white lines with blue edgings.
Awarded for gallantry in action against an opposing armed force.
Air Force Cross (AFC)

Description ofmedal: A bronze cross with an oxidized satin finish.
Centered on the cross is a gold-plated American bald eagle's wings
displayed against a cloud formation encircled by a laurel wreath, finished
in green enamel.
Description ofribbon: The ribbon is brittany blue edged with Old Glory
red and bears a narrow white vertical stripe inside the red edges.
Awarded for extraordinary heroism in connection with military
operations against an opposing armed force.
APPENDIX C: AWARDS AND MEDALS 309
Air Force Medal of Honor (MH)

Description ofmedal: Within a wreath of laurel in green enamel, a gold-
finished bronze five-pointed star, one point down, tipped with trefoils
and each point containing a crown of laurel and oak on a green enamel
background. Centered upon the star, an amulet of 34 stars (the number
of states n 1862) containing a representation of the head of the Statue of
Liberty. The star is suspended by rings from a trophy consisting of a bar
inscribed with the word "valor" above the adaptation of the thunderbolt
from the USAF coat of arms. The bar is suspended from a light blue silk
neckband behind a square pad in the center with corners turned in and
charged with 13 white stars in the form of a triple chevron.
Description ofribbon: The ribbon is light blue with five white stars.
Awarded for conspicuous gallantry and intrepidity at the risk of life
above and beyond the call of duty, as a member of the Air Force.
HEAD-TO-HEAD COMPETITION AWARDS

These awards are not available to participants in regular missions. The
following awards can only be won in Head-to-Head Competition via
modem.
Meritorious Service Medal (MSM)

Description ofmedal: A bronze medal consisting of six rays issuing from
the upper three point of a five-pointed star with beveled edges and
containing two smaller stars defined by incised outlines. In the front of
the lower part of the medal appears an eagle with wings upraised,
standing on two upward curving branches of laurel tied with a ribbon
between the eagle's feet.
Description ofribbon: The ribbon is predominately ruby with white
vertical stripes and ruby lines at each edge.
Awarded for outstanding noncombat meritorious achievement or service
to the United States.
Legion of Merit (LM)

Description ofmedal: A five-rayed white enamel pronged star on a green
wreath with crossed arrows. The cloud and stars of the coat of arms of
the United States are layered in the center.
Description ofribbon: The ribbon is red-purple with white edges. The
design of the decoration varies according to the degree awarded. It is
designed as a breast decoration when awarded in the degree of Chief
Commander, a collar decoration when awarded in the degree of a
Commander, and a chest decoration when awarded in the degree of
Officer and Legionnaire.
Awarded for exceptionally meritorious conduct in the performance of
outstanding service
Additional Awards
Bronze Oak Leaf Cluster denotes each subsequent award of the same
decoration
Silver Cluster equals five Bronze Oak Leaf clusters
APPENDIX
Suggested Reading List

D
The following books are recommended by the design team for those
players wishing to increase their knowledge of the F- l 5E by further
study. All of these books will enhance your enjoyment of the simulation
by giving you a better insight into the world of the fighter pilot.
Coyle, James P., Strike Eagles, 1990. Avon Books, New York.
Crickmore, Paul, McDonnell Douglas F-15 Eagle, 1992. Salamander
Books, London.
Foss, Joe and Matthew Brennan, Top Guns, 1991. Pocket Star Books,
New York.
Halberstadt, Hans, F-15E Strike Eagle, 1992. Windrow and Greene.
London.
Gunston, Bill and Mike Spick, Modern Air Combat, 1983. Crescent
Books, New York.
Gunston, Bill and Lindsay Peacock, Fighter Missions, 1989.
Salamander Books, New York.
Mason, R.A., War in the Third Dimension, 1986. Brassey's Defense
Publication, London.
Middleton, Drew, Air War-Vietnam, 1978. Arno Press Inc., New
York
Nordeen, Lon 0. Jr., Air Warfare in the Missile Age, 1985.
Smithsonian Institute Press, Washington D.C.
Shaw, Robert L., Fighter Combat, 1985. Naval Institute Press,
Annapolis.
Skinner, Michael, RED FLAG, 1984. Presidio Press, California.
Spick, Mike, F-15 Eagle, 1986. Osprey Combat Series. Osprey
Publishing, London.
Spick, Mike, The Ace Factor, 1988. Naval Institute Press, Annapolis.
311
APPENDIX
Iraq '93 Scenario Disk

E
Shortly after the two-year anniversary of the Gulf War, we once again
find ourselves poised to begin military operations against Iraq. Since the
Gulf War ended, the failure to remove Sadam Hussein from power has
come to be viewed as a mistake. At the time, the reluctance of the United
States and its Coalition partners to become embroiled in Iraq ended the
ground campaign in just 100 hours. Our greatest fear was not that we
might lose the war, but that we might win it and get mired in a Vietnam-
like occupation oflraq.
In our rush to conclude the Gulf War, public opinion seems to have
undergone a sea-change in direction. The new consensus is that we left
before finishing the job. Iraq's brutal dictatorship was compared to Nazi
Germany, and Hussein was vilified as being the next Adolph Hitler. So it
came as a shock that the war ended with Hussein still in power. It
appeared to some as if the Coalition had pushed to the Rhine and then
declared the war over.
The goal of the Coalition in 1991 was limited under a United
Nations mandate to ejecting the Iraqi army from Kuwait. No provision
was made to allow for toppling the Iraqi dictator. Clearly though, no one
outside of Iraq (and perhaps Jordan) would have shed a tear had Hussein
been "taken out" by a lucky hit. But because this didn't happen, because
the Israelis have so far shown restraint, and because he wasn't removed by
his own people, Hussein and his Ba'athist party continue to rule.
Besides the withdrawal of the Iraqi army, one of the cease-fire condi-
tions was the dismantling of Iraqi's nuclear, biological, and chemical
weapons (NBC) programs. This was to be systematically accomplished
under the watchful eyes of various UN inspection teams. From the very
313
beginning, UN teams were deceived,

harassed, intimidated, and prevented
from completing their mission.
The Iraqis engaged in an elaborate
shell game, shuffling material between
various locations to confuse the inspec-
tors. Several of these attempts were cap-
tured on tape, but little could be done
to prevent them. Numerous stand-offs
also occurred early on. UN team mem-
bers were often kept from removing
incriminating documents from govern-
ment facilities, documents which would
Figure E.1 Mobile
have outlined Iraq's extensive NBC program.
Scuds-F-15Es spent
50% of their time One incident in particular, the barricading of inspectors within the
during the Gulf War Agricultural Ministry in Baghdad, lasted several days. It ended only after
chasing these guys the Iraqi government allowed the inspectors to leave the building with
down.
documents they had uncovered.
Since the commencement of cease-fire talks on 3 March 1991,
Sadam Hussein has consistently violated the agreement which effectively
ended the Gulf War. By denying UN access to weapon facilities and
announcing that it no longer recognizes the "no-fly" zones, Iraq's leader-
ship has once again placed it on a collision course with the United
States.
By terms of the cease-fire agreement, Iraqi fixed-wing aircraft was
forbidden to fly anywhere within the country. General H. Norman
Schwarzkopf agreed to allow Iraqi helicopters to operate on humanitar-
ian grounds, since the nation's transportation infrastructure had been
destroyed. It soon became apparent that helicopters were being used
against helpless civilians. Schwarzkopf believed that the Iraqis intended
all along to use helicopters for this purpose. He had, in his words, "been
suckered."
"No-fly" zones were established to prevent Hussein from using air-
power to suppress rebellious Shi'ites in the south and Kurdish separatists
to the north. Embarrassed by its failure to protect these anti-Hussein
populations, the UN sectioned off Iraqi airspace south of the 32nd par-
allel and north of the 36th parallel.
Several Iraqi warplanes have been shot down since the "no-fly" zones
went into effect. Throughout this period, Iraqi aircraft would race up to
the zones, then turn away at the last moment. Those pilots who mis-
judged their location and crossed the line were shot down.
APPENDIX E: IRAQ '93 SCENARIO DISK 315
On the 17 December 1992, a MiG-25 was shot down after pene-

trating the southern "no-fly" zone. Exactly one month later, a MiG-23
was downed by an F-16 firing two AMRAAMs north of the 36th paral-
lel. The next day (18 January), a F-15C used an AMRAAM to take out
another MiG-25 in the southern "no-fly" zone.
Not only are Iraqi aircraft prevented from flying in these zones, but
surface-to-air missile sites are also not allowed within these areas, to
ensure the safety of Coalition aircraft. Likewise, Iraqi SAM radars have
been repeatedly warned not to "lock-up" Coalition aircraft overflying the
country.
Because of the personal enmity between Hussein and George Bush,
Hussein apparently decided to undertake measures designed to embar-
rass the outgoing administration. Despite public comments from Presi-
dent Clinton to the contrary, Hussein may also believe he can entice the
new administration into negotiations. This perhaps explains why, after
two years, a flurry of violations has suddenly occurred.
On 7 January 1993, UN inspection teams returning to Iraq after the
holidays were denied flight clearances. At the same time, U.S. intelligence
spotted a number of operational SA-2 and SA-3 sites within the zones. In
addition, mobile SA-6 missile batteries evidently crossed south of the
32nd parallel. This effort to reconstitute its air defense system within the
"no-fly" zones put Iraq in direct violation of its cease-fire agreements.
On 10 January, Iraqi military forces dressed as civilians crossed into
Kuwait and began dismantling a former Iraqi naval facility at Umm Qasr.
Reports surfaced that a number of Silkworm anti-ship missiles were taken
back across the border and for the next four days this illegal activity
would continue. Iraqi triple-A and SAMs began moving along the edges
of both "no-fly" zones. The next day, the U.S. threatened immediate
action if the SAMs were not removed from the "no-fly" zones.
The cumulative effect of Iraq's provocation was a resumption of
active military confrontation. Beginning on Wednesday, 13 January
1993, the United States, Britain, and France resumed airstrikes on Iraqi
military and strategic targets. Responding to the refusal to allow UN
inspection teams back into the country, 3 separate strikes took place
within 5 days. This last ditch effort to tweak the nose of the Bush
administration brought a strong response. Iraq could not help but get
the message.
The first strike involved some 112 aircraft, including six Tornadoes
from Britain and six Mirage fighters from France. Only 80 of the sorties
could be considered "shooters," with the rest being support aircraft.
Launched from Saudi Arabia and the carrier USS Kitty Hawk, the
raid was flown against eight separate

locations in the southern "no-fly"
zone. The primary targets were four
air defense command and control
centers and four fixed SA-2/SA-3
sites. Mobile SA-6 launchers were
also identified and targeted if neces-
,,,,;;;;r- g;: ~ sary. The raid consisted of a total of
-------....-----------.---il-9_..
______. 32 separate aiming points divided
amongst the eight locations.
The results of this raid were
generally disappointing. After
debriefing the pilots and analyzing
Figure E.2 Mobile photo-intelligence, the BDA
Iraqi SA-6s in the showed that the strike was only partially successful. Bombing was con-
"no-fly" zone
ducted from 10,000 ft. to avoid residual ground fire, and poor weather
in the target area caused severe problems. Only 16 of the 32 aiming
points were hit, and many of the aircraft were forced to return with their
ordnance. Less than 50% of the intended targets were damaged, and
only the radars sites at Tallil and Amara were destroyed.
According to published reports, none of the F-16 or F/A-18s man-
aged to score hits. The F/A-18s missed all three of their assigned targets
near Sarnawah. The six F-16s dropped Mk. 84s from over 10,000 ft.
Not surprisingly, without specialized targeting equipment, all failed to
hit. Only two of the six vaunted F-117As managed to deliver ordnance
on target. Without the F-15E's TFR, the "Nighthawks" were left to deal
with cloud cover. The weather seriously degraded their ability to laser
designate targets. One pilot made a navigational error and bombed a
farm house over a mile away from his intended target.
The F-15Es performed well and were among the few aircraft to hit
their targets. With their all-weather bombing systems and Terrain Fol-
lowing Radar, F-15s were able score eight hits on ten scheduled targets.
The 80% success rate made the F-15 the star of the operation. To be fair
though, this raid placed aircraft in roles for which they were not
equipped. Expecting F-16s to hit targets with unguided munitions from
10,000 ft. in poor weather was asking too much.
A second raid involving only Tomahawk missiles, was launched on
the 17th at a nuclear processing facility at Zaafaraniyah, 13 miles south-
east of Baghdad. Forty-five TLAM cruise missiles were launched from
ships in the Persian Gulf (U.S.S. Cowpens, Hewitt and Stump) and Red
Sea (U.S.S. Caron). The target was subsequently reduced to powdered
APPENDIX E: IRAQ '93 SCENARIO DISK 317
rubble after taking at least 35 direct hits. At $1.2 million per missile, it
might have been cheaper just to buy the facility rather than to bomb it.
According to western journalists taken to the site, only specific
buildings involved with manufacturing were struck. Adjacent buildings
in the complex were left untouched. One of the Tomahawks fired by the
U.S.S. Caron, however, was apparently hit by triple-A, causing it to veer
off-course. It slammed into the courtyard of the now famous Al-Rashid
hotel in Baghdad which happened to be holding an Arab League confer-
ence at the time. Two women were killed in the explosion.
A third raid, characterized as a restrike, was launched following
Iraq's continued refusal to guarantee the safety of UN inspection teams.
This attack took place in daylight and involved some 60 aircraft. F- l 5Es,
which had performed so well on the 13th, struck selected SAM sites,
radar installations, and command facilities in the southern "no-fly" zone.
One F-15C managed to shoot down a MiG-29.
F-15s and F-16s were able to destroy the fixed sites, but when intelli-
gence noted that the mobile SAMs were missing or on the move, the F/A-
18 sorties were canceled. Rather than risk having aircraft return to the
carrier loaded with ordnance, the Navy scrubbed its portion of the attack.
As noted in the F-15 Strike Eagle III instruction manual, militaty
analysts at MicroProse anticipated a resumption of the conflict. To
accommodate this eventuality, the design team included F-15 missions
against a wide range of targets, including the ones struck recently in the
"no-fly" zones.
These recent missions can be recreated without difficulty. The main
difference between these missions and those conducted as part of the
1991 Gulf War is that it is imperative to minimize losses. This time Figure E.3 Tallil
there is no massive ground army Airfield in southern Iraq
ready to invade, and the contest is
more political than military. The
US cannot afford to have its pilots
shot down and possibly captured by
-
Iraqis on the ground.
Therefore, when flying these
missions, it is absolutely crucial that
you return with your aircraft. Hit-
ting your target is a secondary con-
sideration to returning safely. If you
have to eject, make sure that you are
over friendly territory or at least
"Fence Out" so that you can be
rescued. The United States cannot

be put in a position of having to
bargain with Hussein for your
release. Accordingly, having one of
its pilots put on trial in Baghdad
would be politically embarrassing. If
you do manage to get captured,
plan on staying awhile.
.... . - -
______/-._. - .r
-/ ~,
Figure E.4 A MiG-21

in a high-G bank.
These aircraft are
beginning to show their
age as we enter a new
century.
Index
A AIM-9M Sidewinder, 77, 82 Air-to-Air combat (continued)

analysis of, 96-97, 99-100 HUD in, 27
A-5 Fantan in Korean scenario,
offensive tactics with, 103 maneuver phase of, 66-67
247
AIM-120AAMRAAM, 77, 82 procedure for using radar in,
A-37 in Central America scenario,
advantages of, 96 81-82
270-271
analysis of, 97-98 radar in, 30, 77-80
M-2 Atoll, 109
in Head-to-Head competition, two-ship air combat, 170- 173
MMs, 291-294
185-186 Air-to-Air missiles. See MMs
heat-seeking missiles, 293-294
in multi-ship formations, Air-to-Ground combat, 24,
radar-guided MMs, 291-292
165-166 117-153
Aborting the mission, 39
offensive tactics with, l 04-105 approaching target, options
ACM, 69-76 for, 148-151
selection of, 94-95
art of, 48-49 AUTO mode for, 128-129
Airborne Warning and Control
bank metaphor, 70-72 System. See AWACS CDIP mode for, 129-130
defined, 69 Air Combat Maneuvering Cooperative Front Seat-Back
in Escort/Strike missions, 175 (ACM). See ACM Seat for, 181
tactics, xvii Aircraft attitude, 7-8 delivery methods in, 125-13 l
ACQSymbol, 79, 81 Air Force Commendation Medal, designated target in, 119-125
Afterburner, 22-23 307 dive bombing, 148-149
and Basic Fighter Maneuvers Air Force Cross, 308 dumb bombs, 132-137
(BFM), 23 Air Force Medal of Honor, 309 in Escort/Strike missions, 175
and incoming missiles, Air Medal, 308 glide-bombing, 151
105-106 Airspeed, 11-12. see also guided delivery, 125- 126
shutting off, 19 Indicated airspeed (IAS) guided weapons, 138-141
for take-off, 18 Air Tasking Order (ATO), 199 high altitudes, dropping
AGM- 84A Harpoon, 138-139 Air-to-Air combat, 23-24, 43-115 bombs from, 144
AGM-88A HARM, 140 attack phase, 64-66 HUD in, 27-28
AGM-65D Maverick, 141 closure, 61-64 indiscriminate bombing, 193
AIM-7M Sparrow, 77, 82 disengagement phase of, 67-68 laser delivery mode, 130-131
analysis of, 96-97, 98-99 fighter sweep missions, laser guided weapons, 137
offensive tactics with, 103 178-179 level bombing, 150-151
319
Air-to-Ground combat (continued) Authentic mode (continued) head-on approach and, 86-87
lock-after-launch, 127 strafing attacks in, 152-153 horizontal plan, use of, 86
mission profiles for, 141-142 TEWS in, 31 , 57 Lag Pursuit situation, 91-92
NOE (Nap of the Earth) flying TSD in, 34 Lead Pursuit situation, 90
in, 145-146 Automatic Pilot, 9 nose-to-tail pursuits, 90
optical target designation, in Central America scenario, one circle fights, 87-88
123- 125 282-283 Pure Pursuit situation, 90-91
ordnance choices for, 131-141 in Gulf War scenario, 229-230 two circle fights, 88-90
pop-up bombing, 149-150 HSI in, 35 vertical plane, use of, 92-94
radar in, 30-31 in Korean scenario, 258 Biological weapons in Korean
strafing attacks, 152-153 for NOE flying, 145 scenario, 241
unguided delivery, 127 AUTO mode, 80 Black-outs, 14-15
unguided weapons in, 132-137 for Air-to-Ground combat, Blind Zone in radar, 120
Altitudes 128-129 BLU-107/B Durandal, 135-136
antenna altitude coverage, 81 Avionics suite, xxv Boelcke, Oswald, 45-46
radar and, 54-56 AWACS Bombing. See Air-to-Ground
and triple-A, 300 contact with, 191 combat
AMRAAM. SeeAIM-120A detection with, 51-53 Boresighting, 81
AMRAAM in Escort/Strike missions, 175 Bounce, reversing a, 172
Analog gauges, xxv offensive missile tactics and, Bracket attack, 171
AN/ALQ-135 Jammer, 108 102 Break Lock, 84
AN/APG-70 radar. See Radar Awards. See Medals and awards Briefings, 60
Angle of Attack (AOA), 7-8 Bronze Oak Leaf Cluster, 310
Angle of Incidence (AOI) , 8 BSU-49 HD, BSU-50 HD
Antenna altitude coverage, 81 B bombs, 134
Anti-artillery. See Trip le-A Bacterial weapons in Korean Buenaventura, Colombia, 280
Armament display (ARMTR), scenario, 241 Bullets, weight of, 10-11
35-36 Baghdad, 222-224
ARMING screen, 94 Bailing out, 40-41
Artificially intelligent (AI)
opponents, 49
Bank, the, 70-72
Bank Steering Bar, 35
c
Artificial wingman, 155-156 Campaign missions, 189-195. See
Basic Fighter Maneuvers.
also Central America
The Art of War (Sun Tzu), xiii SeeBFM
scenario; Gulf War
Aspect Angle, 83-84 Basket, the, 219-220 scenario; Korean scenario
Attack phase of air combat, 64-66 Basra, 225 Canal Zone scenario. See Central
Attitude Director Indicator Bat turns, 75 America scenario
(ADI), 35 Belly check, 59 Canned messages in multi-player
Authentic mode, xii, xvi-xvii Beyond Visual Range (BVR), 48 missions, 157-158
AWACS in, 52 closure and, 62 Caribbean Ocean, 280-281
gun combat in, 110-111 BFM, 67, 69 CBU-87 CEM, CBU-89 Gator
jump to, 4 afterburner and, 23 bombs, 136-137
INDEX 321
CDIP mode Central America scenario Corner velocity, 74-75

for Air-to-Ground combat, (continued) in one circle fights, 87-88
129-130 takeoff points in, 285-286 Course Pointer in HSI, 35
for pop-up bombing, 150 terrain in, 275 Crashing into ground, 39
Centerline tank, 20, 21 Upfront Controller in, 27 Cross turns, 168
Central America scenario, USN carrier battlegroups,
194-195, 264-288 281-282
air threat in, 269-272 Chaff, 108-109
D
for air-co-air fighter sweep and triple-A, 300
missions, 179 CHAT mode Dash 34s, 54
armor concentrations in, 285 in Iron Hands missions, 177 Decelerate, 19
Automatic pilot in, 282-283 for multi-player missions, Declutter, 27
Buenaventura, Colombia, 280 156-157 HUD, 28
COIN aircraft in, 284 Cheating, detection by, 61 Decorations. See Awards and
Colon, Panama, 278 Check turns, 169-170 medals
Doghouse, Panama, 279-280 Chemical weapons Decrease Throttle, 9
enemy forces summary, in Korean scenario, 241-242 Delayed turns, 169
268-273 plant, 195 Delivery methods in Air-to-
geography of, 273-282 Ground combat, 125-131
Chord line, 8
ground threat in, 272-273 Desert Storm scenario. See Gulf
Clausewitz, xiii
War scenario
group ground targets, scoring Climbing, 93-94
for, 187-188 Designated-Track-While Scan
Closure, 61-64 (DTWS), 80, 82
for Head-co-Head withA1M-120AAMRAAM,
competition, 182 Designation of targets. See Target
104 designation
Little Colombia, Panama, 279 rate of closure on vertical Detection
Managua, Nicaragua, 281 HUD scale, 102
in air combat, 49-61
missile boats in, 284-185 CNN (Cable News Network) ,
with AWACS, 51-53
oil fields in Venezuela, 274 222
Padlock View, 58
Panama Canal, Panama, triple-A, coverage of, 299
277-278 Pilot View feature, 59
Cocaine trafficking, 279
Panama City, Panama, radar and, 53-56
Cockpits, xxv
276-277 target identification, 59-60
COIN aircraft, 179
points of interest in, 282 visual means of, 57-58
in Central America scenario,
Providencia, Caribbean Ocean, 284 Deviation Indicator in HSI, 35
280-281 Colombia. See Central America Difficulty/realty switches, 306
Rio Haro, Panama, 278 scenar10 Disengagement phase of air
San Andres, Caribbean Ocean, Colon, Panama, 278 combat, 67-68
280-281 Communications. See Messages Display Windows, 120
scoring for, 286-288 Continuously Displayed Impact Distinguished Flying Cross, 308
single ground targets, scoring Point. See CDIP Dive bombing targets, 148-149
for, 286-287 Cooperative From Seat-Back Seat, Dogfighting, 46-47, 48-49, 85
tactics for, 282-286 119, 179-181 with wingman, 164-165
Doghouse, Panama, 279-280 Fence Out, 22 GBU-15 "Imaging lnfraRed"

DOS, quitting to, 39 and Navigation mode (NAY), bomb, 139-140, 151
Double Envelope maneuver, 171 24 GCI radars, 52, 63
Doumer, Paul, 118 Fire-and-forget missile, 97 G forces, 13-17
Drag, 6-7 Flares, 108-109 black-outs from, 14-15
energy management, 70 and triple-A, 300 in Lead Pursuit situation, 90
Durandal bombs, 135-136 Flight model, x-xi, xvi. See also Load Factor and, 9
DW Range Limit message, 120 Authentic mode; Standard negative G forces, 15-17
mode positive G forces, 14-15
designer's notes, xxv-xxvi red-outs from, 16-17
Flight profiles
E in Air-to-Ground combat,
in Standard mode, 4
Glide-bombing, 151
EASY level of difficulty, 3 142-146
Glide Bomb Unit (GBU), 37
E-8CJ-STARS, 190, 191-192 target area flight profile, 37
Glide Slope Indicator, 35
Egress, 37-38 target egress flight profile,
Gravity, 7. See also G forces
Ejecting from aircraft, 40-41 37-38
energy management, 70
Elburz Mountains, 225 FUR, 28
Ground control/intercept (GCI)
Electronic countermeasures, in Air-to-Ground combat,
radar, 52, 63
107-109 119, 122-123
Growl of Sidewinder, 100
EMO (Engine Management Forward Looking InfraRed. See
FUR G Strain, 15
Display), 19-20
F-pole value, 102 G-Suit, 15
Ending the mission, 38-41
with AIM-7M Sparrow, 103 G-turns
Enemy aircraft functions,
289-291 with AIM-9M Sidewinder, bat turns, 75
Energy egg, 73-74 103 losing energy in, 19
Energy management, 70 with AIM-120A AMRAAM, Guided delivery in Air-to-Ground
104 combat, 125-126
Energy state, 72
Front/Back Seat, 119, 179-181 Gulf War scenario, 194-195,
Engine Management Display
Fuel,20 197-233
(EMO) , 19-20
configurations, 20-21 AGM-65D Maverick in, 141
Escort/Strike missions, 174-176
conservation of, 22, 37 airfields in Iraq, 225-226
Evasive maneuvering, 107
EMO showing consumption air supremacy in, 105-206
of, 19-20 air threat of Iraq, 212-216
low fuel strategies, 38 Baghdad, 222-224
F Basket, the, 219-220
Full Military Power, 29
Falklands conflict, xiv fuel during, 21 Basra, 225
F-5 in Central America scenario, Furball, 85 collateral damage in, 200
271-272 detection in, 49-50
F-16 Falcon in Central America Elburz Mountains, 225
scenario, 272
F-86 Sabrejets, 238, 239
G enemy forces summary,
207-218
Fence In, 22 GBU-10, GBU-12 bombs, escaping to Iran in, 206
137, 151
INDEX 323
Gulf War scenario (continued) Head-to-Head competition HUD (continued)

geography of, 218-227 (continued) for Air-to-Ground mode
ground threat in, 217-218 guns only competition, (AG), 24
group ground targets, scoring 185-186 contrast, changes in, 28
for, 232-233 live opponents in, 183- 185 designated target on, 84-85
for Head-to-Head medals and awards for, Lead Computing Optical Sight
competition, 182 309-310 (LCOS) gunsighr, 110
I-HAWK (Improved Homing Padlock View in, 58 mach number indicator, 12
All the Way Killer) in, 297 tactics for, 182-183 in night operations, 28
Iraq '93 scenario disk, variations for, 185- 186 Pipper Designation, 124-125
313-318 Head-Up Display. See HUD for pop-up bombing, 150
Khafji, Battle of, 202-204 Hear-seeking missiles, 293-294 Target Designacor Box (TD),
Kuwait City, 221 Hear-seeking SAMs, 296 x:xiii, 83, 124
no-fly zones, 314-316 Helicopters, NOE flying by, 145 HUD FUR. See FUR
points of interest in, 227 High Resolution Maps (HRMs), HUD repeater (RS), 36
propaganda and, 211212 24, 30-31. See also Real
recap of war, 206-207 Beam Maps (RBMs)
scoring for, 230-233 in Air-to-Ground combat,
single ground targets, scoring 146-148
for, 231 Air-to-Ground combat target Icons for TEWS, 32-33
designation with, 120-122 Identification, Friend or Foe
tactics for, 227-230
in Iron Hands missions, 177 (IFF), 60-61, 82
Upfront Controller in, 26-27
Highway of Death, 218 I-HAWK (Improved Homing All
USN carrier bardegroups,
Hi-Hi-Hi flight profile, 143-145 the Way Killer), 297
226-227
Hi-Lo-Hi flight profile, 142 Incoming missiles, I 05-106
USS Stark incident, 209-210
History of air-to-air combat, Indicated airspeed (IAS) , 12
weather and, 199-200
44-49 mach number and, 12-13
G un combat, 109-115
Hollywood, dogfighting and, Indiscriminate bombing, 193
firing positions for, 112-113
46-47 Induced Drag, 6
Guns kill position, 63, 112
Home airfield, 25 Infantry Attacks (Rommel), xiv
in Pure Pursuit situation,
Honduras. See Central America Ingress, 36-37
90-91
scenario In-place turns, 168
Horizontal Situation Indicator Instrument Landing System (ILS)
(HSI), 35 in Attitude Director Indicator
H HOTAS (Hands-On-Thrortle- (ADI), 35
HARM bombs, 140 and-Srick) , 14 in HSI, 35
Harpoon missile, 138-139 HRMs. See High Resolution in Navigation mode (NAY),
Maps (HRMs) 24
Harde, Charlie, xviii
Head-to-Head competition, HUD, 27-28 Iran-Iraq War, 208-209
181-186 airspeed numbers on, 12 Iron Hands missions, 176- 177
artificial ceilings/floors in, 186 for Air-to-Air mode (AA),
awards and medals, 186-187 23-24
J Korean scenario (continued) Level bombing, 150-151

Seoul, South Korea, 254 Lift, 5
Jammer, 108
single ground targets, scoring energy management, 70
Jane's Fighting Ships, xiv for, 260-261 Load Factor and, 9
]-STARS aircraft, 190, 191-192
Soviet Union collapse and, stalling and, 8-9
Just Cause II scenario. See Central 240-241 Line abreast formation, 166
America scenario tactics for campaign, 256-260 Little Colombia, Panama, 279
takeoff points in, 257 Load Factor, 9-10
Thumb, the, 252 Lock-after-launch, 127
K Tokyo in, 254 Locked-on radar, 57, 77
KAL-007 incident, 290 Upfront Controller in, 26-27 Locked target, 95
KC-10 Refueling tanker, 17 Up-the-Middle approach in, Locking-up the bogey, 61, 64
Kfir C2 in Central America 258-259
Lock-Shoot lights, 83
scenario, 271 USN carrier batdegroup, 255
Lo-Hi-Lo flight profile, 142-143
Khafji, Battle of, 202-204 water routes in, 251
Lo-Lo-Lo flight profile, 143
Kim II-Sung, 240 Wonsan, North Korea,
Long Range Scan (LRS), 77, 78,
Kim Jon, 240-241 253-254
81
Kinetic energy, 72-73 Yongbyon nuclear complex,
Look Down, 19
242,252
Knots indicated air speed (KIAS). Lubber Line, 35
See Indicated airspeed Korean War, 237-240
Korean scenario, 194-195, Kuwait. See Gulf War scenario
235-263 Kuwait City, 221
airstrikes in, 257-258
M
air threat in, 244-248 MacArthur, Douglas, 237
Automatic pilot in, 258 L Mach number, 12-13
DMZ, creation of, 239-240 Managua, Nicaragua, 281
Lag Pursuit situation, 91-92
enemy forces summary, Maneuvering. See also Turning
Landing Gear after take-off, 18
242-250 in air combat, 66-67
LANTIRN (Low Altitude
geography of theater, 250-256 Navigation Targeting Bracket attack, 171
ground threat in, 248-250 lnfraRed For Night), 119 Double Envelope maneuver,
group ground targets, scoring Laser delivery in Air-to-Ground 171
for, 262-263 combat, 130-131 evasive maneuvering, 107
for Head-to-Head Laser guided weapons, 137 in multi-bandit situations,
competition, 182-183 Latin America. See Central 172-173
highway airstrips in, 245 America scenario Maracibo, Venezuela, 274
land routes in, 250-251 Lead Computing Optical Sight Master Caution (MC) display, 36
points of interest in, 255-256 (LCOS) gunsight, 110 Master mode, 23-24
Pyongyang, North Korea, Lead lines in TWS, 79-80 HUD in, 27
252-253 Lead Pursuit situation, 90 Toggle, 81
Return to MiG Alley scenario, Lead-trail formation, 166- 167 Maverick missiles, 141
241-242 Legion of Merit, 310 M61Al Vulcan gun. See Vulcan
scoring for, 260-263 Lenin, V., 298 gun
INDEX 325
McClellan, George, 170 MiG-29, 97 Multi-purpose color display

McPeak, Merrill, 207 in Gulf War scenario, 214-215 (MPCD), 28
Me-262, 238 in Korean scenario, 246-247 Attitude Director Indicator
(ADI) and, 35
Medals and awards MIM-23B I-HAWK (Improved
Air Force Commendation Homing All the Way Multi-purpose displays (MPD),
Medal, 307 Killer), 297 28-36
Air Force Cross, 308 Mirage F-1, 216 in command, 29
Mirage III in Central America toggling between, 29-30
Air Force Medal of Honor,
309 scenario, 271 Multi-ship formations, 165- 170.
Air Medal, 308 Missile boats in Central America See also Turning
Bronze Oak Leaf Cluster, 310 scenario, 284-185 Murmansk incident, 290
Distinguished Flying Cross, Missile combat, 11 , 94-107
308 defensive tactics, 105-107
Head-to-Head competition, evasive maneuvering, 107 N
186-187, 309-310 offensive tactics, 101 - 103
Nap of the Earth flying. See NOE
Legion of Merit, 310 selection of missiles, 94-96 (Nap of the Earth) flying
list of, 304 tactics, 100-103 Napoleon Bonaparte, xiii, 170
Meritorious Service Medal, Mission bonus points, 305 National Training Center (NTC),
186-187, 309 MK. 20 Rockeye II, 134-135 211
promotion bonus points for, MK. 82 general purpose bombs, Navigation, 24-27
304-305 133 LANTIRN (Low Altitude
Purple Heart, 307 MK. 84 general purpose bombs, Navigation Targeting
Silver Cluster, 310 133-134 InfraRed For Night), 119
Silver Star, 308 Moving map, 25 with Upfront Controller,
Meritorious Service Medal, MRM (Medium Range Missile), 26-27
186-187, 309 36 Navigation and Targeting
Messages Mud launch, 105 Pods, 11
canned messages, 157-1 58 Multi-bandit situations, 172-173 Navigation mode (NAV) , 24
changing messages, 158-160 Multi-player missions, 155-186. HUD in, 28
CHAT mode, 156-157 See also Head-to-Head Negative Gforces, 15- 17
interpretation of, 159 competition; Messages; Nicaragua. See Central America
Wingman scenano
to wingman, 160-163
air combat with two ships, Night operations,HUD in, 28
MiG-15 in Korean War, 237-239
170-173 NOE (Nap of the Earth) flying,
MiG-19 in Korean scenario, 245
air-to-air fighter sweep 55-56
MiG-21 missions, 178-179 in Air-to-Ground combat,
in Gulf War scenario, 212-213 canned messages in, 157- 158 145-146
in Korean scenario, 245-246 CHAT mode for, 156-157 North Korea. See Korean scenario
MiG-23 Cooperative Front Seat-Back Nose-to-tail pursuits, 90
in Gulf War scenario, 213 Seat in, 179- 181 Nozzle position of engine, 20
in Korean scenario, 246 Escort/Strike missions,
MiG-25, 213-214 174-176
MiG-27, 214 Iron Hands missions, 176- 177
0 Providencia, Caribbean Ocean, Radar Warning Receiver

280-281 (RWR), 6
Oil pressure display, 20 Pulse Repetition Frequencies Radius of turn, 86
One circle fights, 87-88 (PRFs), 78 Ranks, promotion through, 303
On War (Clausewitz), xiii Pure Pursuit situation, 90-91 RBMs. See Real Beam Maps
Order of Battle, 60 Purple Heart, 307 (RB Ms)
OV-10 in Central America Pusan Perimeter, 237 Reading list, 311
scenario, 269-270 Pyongyang, North Korea, 252- Real Beam Maps (RBMs), 30-31
253 See also High Resolution
Maps (HRMs)
p in Air-to-Ground combat,
Padlock View, 58
Split-S maneuver and, 93
a 120-122, 146- 148
in Iron Hands missions, 177
Quadrant lights, 31 Realty features. See Authentic
Panama. See Central America
scenario Quitting to DOS, 39 mode; Standard mode
Panama Canal, Panama, 277-278 Recover feature, 41
Panama City, Panama, 276-277 RED FLAG exercises, 181-182
Parasitic Drag, 6 R Red-outs, 16-17
Parity, 62 Radar, xxv, 30, 76-85. See also Rejoin maneuver in Iron Hands
Patton, George S., xiv SNIFF mode; TEWS missions, 177
Pause (Alt P), xiv in Air-to-Air mode, 30, 77-80 Reversing a "bounce," 172
Paveway II guidance units, 137 AUTO Acquisition mode, 80 Richrofen's Flying Circus
squadron, 45
Performance envelope, 73 Blind Zone, 120
Rio Haro, Panama, 278
Persian Gulf War. See Gulf War boresighting, 81
scenario Rockeye II bombs, 134-135
in Central America scenario,
Pilotage, 24 283 Rommel, Erwin, xiv
Pilot Roster, 4 1 detection and, 53-56 Rotation speed, 18
Pilot View feature, 59 ground control/intercept RPMs, 29
Pincer maneuver, 171 (GCI) radar, 52, 63 Rules of Engagement (ROE), 99
Pipper Designation (HUD), High Resolution Maps
124-125 (HRMs) and, 30-31 , 120-
Pop-up bombing, 149-150
122
icons for, 32-33
s
Port facilities, 195 Safe landing, 39-40
locked-on radar, 57
Positional energy, 72 SA-5 Gammon, 249-250
procedure for using radar in
Positive G forces, 14-15 Sajood Palace, Baghdad, 224
Air-to-Air combat, 81-82
Potential energy, 72 Sakhalin islands, 290
and Real Beam Map, 30-31,
Primary Designated Target 120 SAMs, 294-301
(PDT), 82 in Baghdad, 223
setting radar coverage, 5 5
Primary target, 25 in Central America scenario,
Radar-guided AAMs, 291-292
Promotions, 303 273,283
Radar-guided SAMs, 295-296
medals and awards, promotion fixed SAMs, 192
Radar Range, 78, 79
bonus points for, 304-305
INDEX 327
SAM (continued) Silver Star, 308 Surface-to-Air missiles. See SAMs

heat-seeking SAMs, 296 Single-Target Track (STT), 80, Surprise
Iron Hands missions and, 176- 82 in gun combat, 112
177 Situational awareness, 62-63, offensive missile tactics and,
in Korean scenario, 249 75-76 102
mobile SAMs, 192 offensive missile tactics and,
radar-guided SAMs, 295-296 101
SNIFF mode, 54, 81
TEWS and detection of, 34 T
in Vietnam War, 294-295 FLIR with, 123
Soviet Union, 290 Tactical Electronic Warfare
San Andres, Caribbean Ocean, System (TEWS) display.
280-2812 downfall of, 240-241
See TEWS
SARH missiles, 77, 292 Sparrow. See AlM-7M Sparrow
Tactical Situation Display (TSD),
AIM-7M Sparrow missile as, Split-S maneuver, 93 25,34
98 Split turns, 268-269 Tactical turns, 169
Scenario briefing, 60 bounce, reversing a, 172 Tail-chasers, 99
Scoring, 195 Squadron tactics, 45 Taking off, 17-19
for Central America scenario, SRM (Short Range Missile), 36 T allil airfield, Iraq, 226
286-288 Stack formation, 167 Tanker Track, 25
for Gulf War scenario, 230- Stalin, Josef, 239 Target area flight profile, 37
233 Stalling, 8-9 Target designation
medals and awards, promotion at low altitude, 19 in Air-to-Ground combat,
bonus points for, 304-305
Standard mode, xii 119-125
mission bonus points, 305
considerations in, 4 HUD symbology, 84-85
Search modes, 78
moving map in, 25 optical target designation,
Secondary target, 25
starting with, 3-4 123-125
Semiactive Radar Homing Pipper Designation (HUD),
TEWS function in, 31
missiles. See SARH missiles
TSD in, 34 124-125
Seoul, South Korea, 254
Star of David symbol, 83 Target Designator, xxiii, 83, 124
Sequence point
Steering Dot in Pure Pursuit Target identification, 59-60
information, 25
situation, 90-91 Target Lock, 82
keys for, 26
Strader, Destin, xv Terrain Following Radar (TFR)
Shepherding, 45
Strafing attacks, 152-153 in Gulf War scenario, 229-230
Shoot-cues, 77, 83
Strike escort missions, 174-176 for NOE flying, 145-146
with AIM-120A AMRAAM,
Su-7 Fitter in Korean scenario, TEWS, 31-33
104
247-248 detection and, 56-57
Short Range Scan (SRS), 77,
Su-20, 215 icons, 32-33
78-79
Su-24, 215-216 in Iron Hands missions, 177
Shot down, 39
Su-25 missile detection with, 33-34
Side View, 18
in GulfWar scenario, 216 SAMs and, 295
Sidewinder. See AlM-9M
Sidewinder in Korean scenario, 248 Thanh Hoa bridges, 118
Silver Cluster, 310 Sun Tzu, xiii GBU-10, GBU-12 bombs
and, 137
Theaters. See Campaign missions

Thin air, 7
u Vulcan gun, 63, 109-111
in priority, 110
Unguided delivery, 127
Thomas, Vaughn, xv
United Nations and Korean
Thrust, 5-6
scenario, 235-236
drag and, 7
Upfront Controller, 25-26 w
energy management, 70
navigation with, 26-27 Waterline mark, 8
wet thrust, 22-23
USS America, 255 Weather in Gulf War scenario,
Thrust-to-Weight ratio, 5, 10-11 199-200
USS Carl Vimon, 281
Tokyo, Japan, 254 Weight. See Graviry
USS Caron, 317
Tomahawk missiles, 227 Wet thrust, 22-23
USS Independence, 281-282
Top Gun, 48 USS Kitty Hawk, 315-316 Wing loading, 10
Track While Scan (TWS), 79-80 Wingman
USS Midway, 226
Training mode for pop-up artificial wingman, 155-156
USS Oregon, 273
bombing, 150 communications with,
USS Pueblo incident, 240
Triple-A, 297-301 160-163
USS Ranger, 226
avoidance of, 301 cooperative wingman, 164-165
USS Stark incident, 209-210
True airspeed, 12 Wing tanks, 20, 21
USS Wiscomin, 227
TSD (Tactical Situation Display), Wonsan, North Korea, 253-254
25,34 World War I, 46
Turning, 86. See also G-turns
check turns, 169-170 v
cross turns, 168 Velociry Vector, 9, 18 y
delayed (tactical) turns, 169 Venezuela. See Central America
in-place turns, 168 scenario Yongbyon nuclear complex, 252
split turns, 268-269 Vertical plane, use of, 92-94
two-ship coordinated turning, Vietnam War, 47-48
167 Iron Hands missions, 176-177 z
20mm gun, 111 Rules of Engagement (ROE) Zoom climb, Angle of Attack
Two circle fights, 88-90 in, 99 in, 8
Two-ship air combat, 170-173 SAMs in, 294-295 Zoom climbers, 94
Two-ship coordinated turning, Thanh Hoa bridges incident, Zoom In/Out, 29
167 118
ZSU 57-2 batteries, 298
Visual means of detection, 57-58
ZSU 23-4 Shilka, 298
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f-15 Strike Eagle Ill

The Official Strategy Guide

COMPUTER GAME BOOKS

VIDEO GAME BOOKS

Library of Congress Catalog Card Number: 93-22785

Executive Editor: Roger Stewart

Preface .................................................................. ...................... .......... ix

1 Basic Flight Training ..................................................2

2 Air-to-Air Combat .....................................................42

3 Air-to-Ground Combat .............................................. 116

4 Multi-Player Missions .............................................. 154

5 Campaign Missions ................................................. 188

6 Persian Gulf: Desert Storm Scenario .......................... .. 196

7 Korea: Return to MiG Alley Scenario ............................. 234

8 Central America: "Just Cause II" ................................. 264

A The Enemy ...........................................................289

B Career Progression .................................................303

C Awards and Medals ................................................. 307

D Suggested Reading List.. .......................................... 311

E Iraq 1993 Scenario Disk ............................................313

to provide players with a way of getting "good" by including material

Despite our best intentions, the definitive manual on air combat

expect from a simulation designed to run on a home computer. What is

-~~~~~i~~~~3~~~~~L> Eagle terpart

Figure P.4 The F- 15

F-15 STRIKEEAGLE Ill CREDITS

Figure 1.1 The ground

paw like a bullet. He shakes your

Besides, when several tons of bombs are suddenly dropped, there's no

The original instruction manual does a reasonable job of

For some people, playing with

The Four Forces

Drag is also a function of the density of the surrounding air. We've

Angle of Attack (AOA)

LOW SPEED HIGH ANGLE OFATIACK

Figure 1.2 Angle of

atmosphere and not slower. Why then, do you appear to be slowing

The Mach Number

ALTITUDE KIAS AT MACH 1

LEVEL FLIGHT 1G 60% BANK 2G TURN

lift Force Turning Aircraft

Figure 1.3 G forces as

Effects of Positive Gforces

tioned in a straight vertical. Each pilot also wears a garment called a G-

Effects of Negative Gforces

Figure 1.4 The F-15E

Figure 1.5 The

control. Striking an object on the ground or careening off either side of

Engine Management Display

place between the digits. A reading of 95 would equal 9.5 thousand

Fuel is consumed according to your power setting and altitude. At

minutes of afterburner is all it takes to drain a tank, so watch it. There's

The Moving Map

The Upfront Controller

of the active sequence point you have currently selected.

Navigation using the Upfront Controller

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