F15 STRIKE EAGLE III
                  <<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>

                               PART 2


LASER DELIVERY MODE HUD SYMBOLOGY

Laser Delivery Mode can be actuated through the HUD. Therefore, a 

number of cues are displayed on the HUD to aid in the delivery of the 

priority weapon.

The designated target (required in this case) it is marked by the TD 

Symbol. If the designated target is out of the HUD's field of view, a 

Target Steering Indicator is displayed on the Heading Indicator that 

points you to it.

In the lower right corner the "CDIP" mode indicator is displayed, 

along with the Ground Range to Target in nm (G) and the Time to Target 

(TTGT) or Time to Release (TREL). If the designated target is behind 

your F-15E, TTGT is displayed, otherwise, the TREL is displayed.

The designated target is marked by the TD Symbol. Additionally, the 

Laser Diamond is superimposed over the Gun Cross at the top of the 

HUD. This provides visual information as to the status of the laser.



LASER DELIVERY MODE TARGETING FLIR SYMBOLOGY

The designated target is marked by cross-hairs. When the designated 

target is within firing criteria, "LASE" appears at the top right side 

of the FLIR display along with a flashing "L" in the lower right 

corner.



LASER MODE WEAPON DELIVERY

In Laser Delivery Mode, it is purely a matter of placing the 

designated

target somewhere out in front of your F-15E. When the GBU-10 or GBU12 

is in range and the target is in the frontal arc of your F-15E, the 

HUD and Targeting FLIR both provide visible launch indicators.

When the target is in constraints, the Laser Diamond on the HUD starts 

to flash. The FLIR displays "LASE" in the upper right corner and a

flashing "L" appears in the lower right corner. All of these cues 

indicate that the laser designator is currently painting the target; 

the active weapon may now be launched. It is not necessary to wait for 

TREL to reach zero before released the ordnance.



IMPORTANT: Your F-15E must continue to lase the target until the GBU-

10 or GBU-12 impacts. GBU-lOs and GBU-12s have a temminal velocity of 

approximately 400 kts. If your airspeed is faster than the bomb's 

airspeed, you could overfly the target before the bomb impacts. If you 

are not able to continually lase the target, the bomb goes ballistic 

and may or may not hit the target.



AUTO BOMBING MODE HUD



AUTO MODE

AUTO Mode is a computed, automatic initiated release mode for the 

delivery of all types of free-fall bombs and laser glide bombs (see 

CDIP Mode for types). It constantly computes the release time of the 

priority weapon based on the position of the designated target.

AUTO Mode indicates a steering cue to line up the target and a cue 

when to pickle the weapon; it then automatically releases the weapon 

at the appropriate time . Bombing targets does not get much simpler 

than this .



AUTO MODE HUD SYMBOLOGY

AUTO Mode is controlled and actuated through the HUD. Therefore, a 

number of cues are displayed on the HUD to aid in the delivery of the 

priority weapon.

The designated target is marked by the TD symbol along with the 

Azimuth Steering Line (ASL) leading up from it. If the designated 

target is out of the HUD's field of view, a Target Steering Indicator 

is displayed on the Heading Indicator that points you to it.

In the lower right corner, along with the "AUTO" mode indicator, are 

displayed the Ground Range to Target (G) and the Time to Target (TTGT) 

or Time to Release (TREL). See CDIP for explanation of these 

indicators.



AUTO MODE TARGETING FLIR SYMBOLOGY The designated target is marked by 

cross-hairs.



AUTO MODE WEAPON DELIVERY

In AUTO Mode, the Target Reticle always encircles the Velocity Vector. 

Use the ASL to orient and stabilize your flight path. The Target 

Reticle should be "driven" to cut directly through the center of the 

ASL.

At approximately 10 seconds prior to release, the Release Cue appears 

on the ASL above the TD symbol. This is a small horizontal bar that 

marches down toward the TD symbol. At or near the point the Release 

Cue appears, you should press and hold Pickle Button (spacebar key or 

Joystick Button #2). When TREL reaches zero, the priority weapon 

automaticallv releases.

If you hold the Pickle Button down longer than is required, the target 

reticle begins flashing to remind you to let up. You cannot release 

additional ordnance by holding the Pickle Button down longer. You must 

first release it then press down on it again with the drop cue.



AUTO LASER MODE



AUTO Laser Mode is utilized for the pinpoint delivery of GBU- 10 and 

GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 

FLIR.

AUTO Laser Mode is an all-weather delivery method that constantly 

computes the release time of the GBU-lOs or GBU-12s based on the 

position of the designated target. GBU-lOs and GBU-12s are not powered 

weapons, so their range is more limited than a AGM-64D Maverick at low 

altitude.



LASER DELIVERY MODE HUD SYMBOLOGY

Laser Delivery Mode can be actuated through the HUD. Therefore, a 

number of cues are displayed on the HUD to aid in the delivery of the 

priority weapon.

The designated target (required in this case) it is marked by the TD 

Symbol. If the designated target is out of the HUD's field of view, a 

Target Steering Indicator is displayed on the Heading Indicator that 

points you to it.

In the lower right corner the "AUTO'' mode indicator is displayed, 

along with the Ground Range to Target in nm (G) and the Time to Target 

(TTGT) or Time to Release (TREL).lf the designated target is behind 

your F-15E, TTGT is displayed, otherwise. TREL is displayed.

The designated target is marked by the TD Symbol. Additionally, the 

Laser Diamond is super imposed over the Gun Cross at the top of the 

HUD. This provides visual information as to the status of the laser.



LASER DELIVERY MODE TARGETING FLIR SYMBOLOGY

The designated target is marked by cross-hairs. When the designated 

target is within firing criteria. "LASE" appears at the top right side 

of the FLIR display along with a flashing "L" in the lower right 

corner.



GUIDED DELIVERY MODE



Guided Delivery Mode is a computed, automatic initiated release mode 

for the delivery of self-guiding weapons including: AGM-65D Maverick, 

GBU15, AGM-84E SLAM, AGM-84A Harpoon, and AGM-88C HARM.

Guided Mode is an all-weather bombing mode that hands off the 

designated target to the built-in, self-guiding logic systems of the 

priority weapon. Guided Mode indicates a cue when the priority weapon 

has acquired the designated target. Just press the Pickle Button 

(spacebar or Joystick Button #2) and move on to bigger and better 

things. These fire and forget weapons guide themselves to the target.

GUIDED MODE TARGETING FLIR SYMBOLOGY The designated target is marked 

by cross-hairs.



GUIDED MODE HUD SYMBOLOGY

Guided Mode can be controlled and actuated through the HUD. Therefore, 

a couple of cues are displayed on the HUD to aid in the delivery of 

the priority weapon.

The Target Reticle appears in the center of the HUD encircling the 

velocity vector. The designated target is marked by the TD symbol 

along with the Azimuth Steering Line (ASL) leading up from it. If the 

designated target is out of the HUD's field of view, a Target Steering 

Indicator is displayed on the Heading Indicator that points you toward 

it.

In the lower right corner are displayed the Ground Range to Target (G) 

in nm and Time to Target (TTGT). See CDIP for explanation of these 

indicators.



GUIDED MODE WEAPON DELIVERY

In Guided Mode, it is purely a matter of bringing the active weapon 

into constraints. These weapons have a narrower field of view than 

your HUD; use that as an indicator. When the active weapon is in 

constraints, the HUD and Targeting FLIR both provide visible 

indicators.

When the target is in constraints, "GUIDED" is displayed in the lower 

right corner of the HUD and the Target Reticle snaps to encircle the 

TD symbol. The Targeting FLIR displays "IN RNG" (in range) along the 

right side of the display. Both of these cues indicate that the active 

weapon may now be launched.

There are two special case guided weapons: the AGM-84A Harpoon and 

AGM-88C HARM.

The Harpoon is an anti-ship missile and therefore only guides on ship-

type targets. Therefore, care should be taken to only launch a Harpoon 

against naval targets, i.e. ships. The AGM-88C HARM antiradiation 

missile homes in on radar energy generated from a radar source. The 

HARM should only be designated against an enemy radar source. This can 

be accomplished from either the RBM/HRM or Targeting FLIR.



GUIDED DELIVERY LOCK-AFTER LAUNCH

The GBU-15 and AGM-84E SLAM weapon systems have the added capability 

of locking onto a different target after launch. Since the image 

presented through the Targeting FLIR for GBU-15 and AGM-84E SLAM is 

the weapon's point of view as opposed to the F-15E's point of view, 

any target in the FLlR's field of view can be designated.

The normal procedure for designating targets through the Targeting 

FLIR is utilized. This can be changed any number of times prior to the 

weapon impacting the ground. This is an especially useful function 

with the AGM-84E SLAM due to its long range. This stand-off capability 

can be used to fly the missile into the general area of the target, 

and then to redesignate the actual or key target.



BREAK X



Releasing ordnance requires that your aircraft remain within certain 

flight parameters. For example, you would not want to release bombs 

while flying inverted or in a steep bank. If at any time you attempt 

to drop bombs from a prohibited flight attitude, you receive a Break X 

symbol.

When launching air-to-air missiles, a Break X symbol means that the 

target is too close. When releasing air-to-ground ordinance, the Break 

X means that your aircraft is in a flight attitude that prevents bombs 

from coming off their weapons stations cleanly. You will have to 

assume a different profile in order to release your ordnance.



AIRCRAFT DAMAGE



On every mission you face a threefold threat from enemy aircraft, 

Surfaceto-Air Missiles (SAMs) and ground fire. Luckily, you have 

counter-measures available to defeat each of these threats. Even so, 

there are times when the enemy may catch you by surprise and score a 

hit.

There are 16 different areas (and systems) on your aircraft that can 

potentially be damaged during the course of mission. Some of these 

areas, such as hits to the Nav/lLS system, are not as critical as 

others. Hits

which damage your hydraulic system or engines should be viewed more 

seriously.

Damage to your aircraft is accessed according to the Difficulty Level 

you initially chose. It is also dependent on what type of weapon hits 

you. For example, radar-guided missiles with their exceptionally large 

warheads do considerably more damage than heat-seekers. A missiie hit 

is quite capable of causing damage to multiple areas. At the higher 

Difficulty Level settings, a single hit could conceivably knock out 

enough systems to render your aircraft unable to continue the mission.

Ground fire is the least effective of all in terms of doing damage, 

but remember the "golden BB" theory. It only takes that one-in-a-

million hit in the right place to end your mission.



DAMAGE ASSESSMENT

If your aircraft is damaged, it may not be immediately apparent what 

is wrong. The aircraft may just feel sluggish and unresponsive. To 

ascertain the exact nature of the damage, you must call up the Master 

Caution display for a text read out of the damaged areas. Note that if 

the displays themselves are damaged, this may not be possible.

If the MPD/MPCDs are damaged there is a secondary means of determining 

damage. The WSO has a visual checklist of damaged areas in the form of 

two rows of Caution Lights overtop his MPD/MPCDs. When these lights 

are illuminated, it indicates damage to that particular system.

When an area (system) is damaged it basically means that it is 

inoperable for the remainder of the mission. (For a more detailed 

explanation of the individual systems, see the Authentic Mode Aircraft 

Damage section and summary).



STANDARD MODE CHECK RIDE



The Standard Mode Check ride is designed to help you understand 

Standard Mode flight and combat procedures. It explains some basic new 

features and flight commands that were not covered in the Quick Start 

section.

To get the most from this Check Ride, have the Key Reference Card 

handy. It is also recommended that you fly this first mission using 

the Training mode option. This way you are invulnerable to enemy fire 

that may prematurely end the lesson.



GENERATING THE CHECK RIDE MISSION

Before flying this Standard Mode Check Ride, you have to first 

generate a mission. The theater and type of mission are unimportant. 

Choose any you like. Since mission assignments are handed out in the 

Briefing Room you must first go to the Home screen hangar area. Set up 

a mission according to the instructions contained in the Home Screen 

section of this manual. For purposes of this Check Ride though, be 

sure to set all the Reality options to either Standard Mode or ON.

After receiving your mission, exit the Briefing room into the Arming 

Screen. Select AIM-120 AMRAAMs and AIM-9M Sidewinder missiles. Because 

these missiles are essentially "fire and forget," they are easiest to 

use. Equip your aircraft with either Maverick missiles or Mk. 82 500 

Ib. bombs. Since these weapons use Guided and CDIP delivery modes, 

bombing procedures will be less difficult to understand for your first 

time out. In Standard Mode, weapon effectiveness is not an issue, so 

both Mavericks and Mk. 82s are able to destroy any target they hit.



BEGINNING THE MISSION

In Difficulty Level 1, you begin in-flight overtop a friendly airbase. 

Your aircraft begins pointed at the assigned Primary target. The 

Primary target begins the mission pre-designated.

At Difficulty Levels other than 1, you begin a mission either at a 

friendly airbase or already in-flight, having been fully fueled from a 

KC-10 tanker. If airborne, your aircraft is already in level flight 

and ready to begin the mission. If the mission begins at a friendly 

airbase, you obviously can't go anywhere until you takeoff.

If you begin at a friendly airbase, take a deep breath and prepare 

yourself for takeoff. When ready, fire up your engines. This is 

accomplished by tapping Accelerate (= key) a few times. Notice that 

the engine noise increases as you accelerate. You begin the simulation 

properly aligned on the runway centerline so there is no need to worry 

about rolling off the edges.

Notice that you are accelerating down the runway. The small

rectangle on the left of your HUD shows your airspeed increasing, your 

altitude remains at zero feet until you lift off the runway. Continue 

to accelerate by tapping the Accelerate (= key) until reaching 100% 

power.

You need all the power your engines are capable of producing during 

takeoff. Note that you may use the Max Accelerate (shft= Key) to 

immediately accelerate to full power rather than tapping the 

Accelerate (= Key) numerous times. Get in the habit of pressing 

Afterburner (a Key) when taking-off.

When your airspeed reaches a minimum of 150 knots you should see the 

Velocity Vector begin to rise. This is an indication that you are 

ready to gently pull back on your Controller and lift the nose wheel 

off the runway. At 170 knots, you have built up sufficient airspeed to 

lift off the runway and begin climbing. Of course, these numbers are 

to be used as a general guide only. With ordnance on board, the F-15E 

naturally requires additional speed to produce the lift needed for 

takeoff.

Now that you are airborne, notice the numbers inside your altitude 

rectangle increasing. Notice also that your airspeed is very low 

during takeoff, so don't perform any wild maneuvering or you risk 

"stalling" the aircraft.



CLIMBING OUT

Once you are safely off the runway, raise your landing gear by tapping 

the Landing Gear(g key). In Difficulty Level 1, your Weapon Systems 

Officer automatically raises the gear for you after reaching an 

altitude of 100 feet. With landing gear extended, you experience a 

mild level of turbulence at low altitudes.

In the lower left corner of the HUD, your current Mach number and g-

force being produced by your maneuvers are displayed. You only receive 

this information when your landing gear is raised.

To climb for altitude, slowly pull back on the Controller. Align the 

Velocity Vector with the 10 degree pitch line that appears in the 

center of your HUD. Your airspeed will gradually build while 

maintaining this constant 10 degree "angle of attack." This gives you 

a steady rate of climb without risking a "stall condition."

Although you may climb to any altitude you desire before leveling off, 

for purposes of this Check Ride, let's climb to an even 8,000 feet. 

This gives you plenty of time to experience the aircraft in a climb 

profile. You have time during the climb out to enjoy some of the 

external views. The Side View(F6 Key) in particular, gives you a great 

view of your pitch attitude.



LEVEL FLIGHT

After climbing to 8,000 feet, your next step is to achieve level 

flight. From your 10 degree angle of attack, use your Controllerto 

drop the nose of your aircraft so that the Velocity Vector is aligned 

with the solid horizon line on the pitch ladder.

Continue to make fine-tuning adjustments until your altitude indicator 

is neither gaining nor losing altitude. You have reached level flight. 

Again, use one or more external view keys to get a picture of what the 

aircraft looks like in level flight.



TURNING THE AIRCRAFT (BANKING)

Turning your aircraft is known as "banking." Move the Controller 

either left or right gradually and watch as the aircraft begins to 

turn in that direction. Notice that the pitch ladder inclines toward 

the opposite direction as you turn. A close inspection of the pitch 

ladder reveals that this is because the solid pitch horizon line 

continues to be aligned on the horizon.

To turn faster, pull back on the stick. Keep an eye on your airspeed 

(on the left of the HUD) and altitude (on the right). A tight turn 

with backpressure on the Controller turns you much more quickly, but 

can slow your aircraft.  The sharper the turn, the more g-forces are 

exerted by your aircraft as shown on the g-force indicator in the 

lower left of your HUD.

Here's an old trick that student pilots learn in flight school to 

practice turning. It's called Turns around a Point. Pick an object on 

the ground such as a tower or road intersection . Use your Mot View(F4 

Key) to focus your view on that point. Now, bank your wings and 

concentrate on performing a shallow turn around the point on the 

ground you've selected.

The idea is to maintain a steady turn rate around the point. Your turn 

should make a perfect circle on the ground beneath you. If you end up 

closer to the point than when you started your turn, try it again. 

Start by making gentle turns without adding back-pressure on the 

Controller. Now

do a few tight, high-g turns by pulling the stick back toward you. 

Notice the difference, you are able to make complete circles using 

much less airspace.



FLYING ON COURSE

Now it's time to get onto the right course. Look at the horizontal 

scale across the top of your HUD. This is known as a Heading Indicator 

The number directly in the center of the scale corresponds to your 

current heading in degrees.

There is an inverted -V symbol underneath the scale. This inverted -V 

symbol is known as the Sequence Point caret It indicates the heading 

you must fly to reach your active destination (Sequence Point). By 

turning the aircraft. you can align the Sequence Point caret with the 

center of the heading indicator.

When the symbol is centered. it indicates that you are on course 

toward your active Sequence Point. For purposes of this check ride, it 

is only important that you become familiar with the Sequence Point 

caret and Heading Indicator functions.

To assist you in maintaining the proper heading, press Automatic Pilot 

(p Key). The Automatic Pilot places your aircraft on the correct 

headinq toward your active Sequence Point and keeps it there.



ENJOYING THE FLIGHT

Now that your aircraft is on course with the Automatic Pilot engaged, 

you can settle down . Take this time to find the various Simulation 

Views (F1F10 Keys) on the Key Reference Card. You can observe the 

scenery and your aircraft by using the various Simulation Views (F1- 

F10 Keys) available to you.

There are fields of vision out the front, rear, and sides of the 

aircraft plus a number of external views. You can even switch to the 

back seat and manipulate the views from that perspective. The Normal 

Cockpit View (F1 Key) returns you to the front seat of the cockpit at 

any time.



AIR COMBAT (FLYING OFFENSIVELY)

Your F-15 is equipped with two different types of missiles: radar-

guided and heat-seeking missiles. Radar-guided missiles come in two 

types: medium-range AIM-120A AMRAAMs and AIM-7M Sparrows. The Eagle 

only carries the latest model heat-seeking AIM-9M Sidewinders. You are 

able to select which of these missiles are in priority by pressing 

either Short Range Missile (2 Key) or Medium Range Missile (3 Key).



It is a good idea to place your medium range missiles "in priority." 

(Placing a weapon "in priority" means selecting that weapon to be 

fired). Press Medium Range Missiles (3 Key). With your radar-guided 

missiles ready you now have created a triple-layered detense which is 

difficult for an enemy aircraft to penetrate.

Your first line of defense are your medium range "fire and forget" 

AIM-120 missiles. Enemy aircraft can be targeted and engaged at a 

distance. If an opposing interceptor gets past your radar-guided 

missiles, your next line of defense is shorter-ranged, heat-seeking 

Sidewinders. Your third and final line of defense is the 20mm Vulcan 

gun . In modern air combat, a gun is a weapon of last resort, so never 

fly with your guns in priority if you have missiles remaining. 

Besides, you may always fire your guns even if you have a missile in 

priority.



AIR COMBAT (FLYING DEFENSIVELY)

In the previous section on air combat you learned how to use your 

radar and missiles to destroy opposing interceptors. In this section 

the emphasis is on defensive tactics that help keep you from being 

just another statistic.

In Standard Mode, the TEWS gives you a more than adequate view of the 

tactical situation surrounding your aircraft. This view extends out 80 

nm in all directions which by coincidence is also the maximum of your 

radar. Therefore, keep your use of radar down to a minimum. By using 

your radar sparingly, you cut down on the amount of detectable energy 

emanating from the aircraft (EMIS).

Use the excellent intelligence provided by the TEWS to avoid heavy 

concentrations of SAM batteries and radars. The TEWS also gives you 

visual clues as to which direction enemy aircraft are facing. By 

staying low with the radar in SNIFF mode, you should be able to sneak 

up on enemy aircraft before they can detect you.

Perhaps the best defensive tactic to learn concerning enemy aircraft 

is simply to stay away from them altogether. The TEWS makes this easy. 

Remember your mission is to hit ground targets. Your Primary and 

Secondary targets generate the most points as far as scoring goes, so 

why risk your aircraft unnecessarily?

In the event an enemy aircraft is able to close on you and launch a 

missile, you still have a number of options available to you. Try to 

turn inside the missile and shake it off your tail. If maneuvers fail, 

begin dropping Chaff (c Key) and Flares (f Key). These counter-

measures (ECM) serve to decoy missiles away from your aircraft. You 

can watch the effect your ECM has on enemy missiles on the TEWS.

You cannot win an air combat by flying defensively, you can only 

achieve a tie. You must at some point in the fight be able to turn the 

tables on your attacker. Switch to Short-range missile(2 Key) or even 

Guns(1 Key) once the combat gets up close and personal. Keep your 

opponent in sight using Padlock View (F8 Key) and seek to take 

advantage of his mistakes. Two quick pointers; 1 ) never fly straight 

and level for more 10 seconds at a time and, 2) alternate your speed 

by applying afterburner and speedbrakes.

Surface-to-Air missiles require an entirely different approach to 

defensive flying. Again, the best way to beat a SAM is to avoid its 

radar controller or GCI. Radar guided SAMs are totally dependent upon 

guidance so if you can avoid being detected the SAMs will remain on 

their launchers.

If you are detected, remain low and fast. You might not outrun a SAM 

but you may be able to use the natural terrain as a shield. The 

mountains and valleys of central Korea are perfect for this. The flat 

desert terrain in Iraq presents more of a challenge.

Use your internal Jammer. The Jammer works to interfere with a radar's 

ability to track and lock-on your aircraft. Since SAMs need guidance 

from ground radar, your Jammer suppresses the enemy's ability to 

launch missiles.

The TEWS gives you the ability to spot incoming missiles. Use the TEWS 

in conjunction with the maneuvers described in Chapter 3 to outwit any 

missiles that manage to get launched in spite of your jamming. Not all 

missiles are alike, however. Pay attention to the type of missile 

coming your way. SA-2 "Guideline" missiles are easily outmaneuvered 

whereas SA-5s are a different story.



ATTACKING GROUND TARGETS

After dealing with any enemy fighters coming up to stop you, the way 

is now clear to perform your assigned mission: ground attack. Air-to-

Ground combat is best conducted from the back seat of the aircraft. 

This way you have four MPDs at your disposal and constantly in view.



Switch your view to the WSO's perspective in the back seat using the 

Front/Back Seat('Key). Set the MPD/MPCDs views that best accommodate 

target acquisition and delivery mode for the ordnance you're carrying. 

There are several different ways to designate targets; HRM, Targeting 

FLIR, HUD Target designator and HUD Pipper designator. Some ordnance 

requires that a certain type designator be used but for the most part, 

the method of target designation is up to you.

Once a target has been designated, there are three primary delivery 

methods; Guided, AUTO Mode, and CDIP Mode. Laser delivery is actually 

a subset of AUTO and CDIP. Each of these methods best serves a 

particular family of ordnance as follows:

Guided Delivery Mode: Guided delivery is used in conjunction with 

self-guiding weapons such as the AGM-65 Maverick, Harpoon, SLAM, and 

GBU-15 and HARM. Once a target is designated and brought within the 

weapon's constraints, all that is required is to fire the weapon. The 

weapon guides itself to the target without further help from you.

Since these weapons are "fire and forget," launch them and move out 

smartly. Don't hang around to watch. It's not necessary and it exposes 

your aircraft to enemy fire for no reason. If you just want to see the 

explosion, switch to a rear view and watch while you're on your way 

home. With selfguiding weapons the rule to remember is: "Shoot and 

Scoot."

Laser Delivery Mode: Laser delivery is used in conjunction with GBU-10 

and GBU-12 bombs. It is particularly useful at night when other 

optical systems are less effective. The Laser designation is generated 

by the Targeting FLIR which gives you launch cues when the target is 

within range.

Because the GBUs are not powered, the range of this delivery method is 

limited to the range of the FLIR (10 nautical miles). Laser delivery 

also requires that you continue to designate the target right up until 

impact. This is somewhat more risky than Guided mode. You are required 

to fly right into the teeth of enemy fire and stay there until the 

bombs hit.

AUTO Designation Mode: AUTO mode is best used when carrying free-fall 

bombs such as MK.82s, Mk.84s, Durandals, etc.  These unpowered, 

unguided munitions are referred to as "dumb" bombs. Aptly named, these 

weapons simply fall off your aircraft when released and hit the ground 

according to the laws of physics.

AUTO mode facilitates dropping "dumb" bombs by displaying a Azimuth 

Steering Line (ASL) extending from the designated target. Line up your 

aircraft's heading with the ASL. A horizontal release cue bar 

gradually drops down the ASL toward the target reticle. When the Time 

to Release (TREL) reads under 10 seconds hold down the 

PickleButton(spacebar). The ordnance is automatically released at the 

proper moment.

The drawback to AUTO mode is that once your aircraft is lined up with 

the ASL, you're required to maintain that heading until the bombs are 

released. Flying straight and level over a heavily defended target 

could prove hazardous.

CDIP Mode: This delivery mode is used with the same ordnance as is 

used with AUTO Mode. It is a manual delivery system that leaves 

decisions up to the pilots's discretion. All that is required is that 

the intended target by located within the target reticle when the 

ordnance is released.

CDIP has both good and bad features. On the positive side, you are not 

required to designate targets before attacking them. CDIP allows you 

to drop bombs on targets of opportunity as you spot them . It is a 

completely passive delivery method which is undetectable.

On the negative side, it is the least accurate of all delivery 

methods. Because it does not use guidance systems, accuracy depends 

entirely on the pilot's eye. Darkness makes using this optical mode 

somewhat more difficult as well. It requires practice to get good at 

using this method.



RETURNING HOME AFTER THE MISSION



After one or both targets are attacked, it's time to come home. 

Chances are that your mission has attracted a good deal of attention. 

Don't fall victim to the Get Home Syndrome. That is, concentrating on 

getting home in a hurry and failing to notice enemy interceptors 

lining up on your tail. Take a minute to judge the situation and pick 

out only the enemy aircraft that have a possibility of catching you. 

Concentrate on destroying them with your remaining air-to-air ordnance 

on the way.

Another important consideration is your fuel status. Be sure to check 

the amount of fuel you have remaining on the EMD. The straight shot 

home might not always be the safest. If fuel allowc deviate your 

course to avoid

 heavy concentrations of enemy ground forces. If you are low on fuel, 

the shortest route home is a straight line. The automatic pilot is an 

excellent way to find the quickest route.

To return home, simply toggle the Next Sequence Point + (s Key) until 

you see "home airbase or tanker track" appear above your H U D . Note 

that the Sequence Point caret has changed to a new position underneath 

your heading indicator. This shows you the straightline heading you 

need to fly in order to return to your base.

Now engage the automatic pilot by pressing Automatic Pilot (p Key). 

"Automatic Pilot On" appears at the top of the HUD once the Automatic 

Pilot is engaged. The aircraft is now put on a heading which brings it 

back to base.

Remember, you can either use the Automatic Pilot or manually fly the 

plane home. For purposes of this Check Ride, however, let the 

automatic pilot do the work for you. That's what it is there for.



LANDING



In Difficulty Level 1, you are not required to actually land the 

aircraft. All that is required is that you get the aircraft over the 

airbase. It is then "grabbed" and placed on the runway for you.

In Standard Mode when playing under Difficulty Levels 2, 3,and 4, the 

automatic pilot is able to land the aircraft without human assistance. 

For the first couple missions, it is probably better to let the 

automatic pilot land the aircraft for you. Pay close attention to the 

relationship between airspeed and altitude during the landing 

procedure. Watch how the Automatic Pilot performs the landing once or 

twice before attempting it yourself.

If you are adventurous and want to land the aircraft yourself, the key

is to begin early. Once the airbase is in sight, it is probably too 

late to start thinking about landing. You never have enough hands to 

perform all the last-minute tasks needed to land an aircraft, so start 

preparing while you are still many miles away.

All ground runways are oriented North-South (360 ø-180 ø). Because 

airbase traffic patterns are one-way (just like traffic on the ground) 

your approach should always be from the south. In other words, takeoff 

and landings should always be performed south to north on a heading of 

360ø.

Although you may land the aircraft "against traffic," courteous pilots 

will take the time to do it right. Always watch out for other aircraft 

in the traffic pattern. You may not hit them, but you'll sure scare 

the heck out of anybody in the traffic pattern..

Landing an aircraft is simply being able to manipulate airspeed and 

altitude in order to reach zero/zero: ending up on the runway at 0 

knots and 0 altitude. When performing manual landings, you will have 

to judge these things for yourself.

Step one is to line up properly with the runway while you are still at 

least 15 nautical miles away. Begin your approach around 1,000 feet. 

This gives you some useable altitude in case of an emergency while on 

"final."

Maintain a straight and level approach to the runway while slowly 

reducing your engine power setting to 50%. Keep an eye on your 

altitude while your airspeed bleeds off. You want to begin a gradual 

descent. At no time do you want to dive at the runway. The nose of the 

aircraft should always remain slightly pitched up. This nose-high 

attitude the aircraft assumes when landing is called a "flare."

Remember, the idea is to glide in and not fly into the runway. You 

should be continually losing altitude throughout your approach without 

having to dip the nose of the aircraft. If you find yourself losing 

altitude too rapidly, increase your power by 10%. If you are 

descending too slowly, you are probably travelling too fast. Extend 

your Brake (b Key) or decrease your power setting. The closer you come 

to the runway, the slower you want to be moving.

As you cross over the threshold (painted area at the end of the 

runway), aim for an altitude of less than 200 feet and an airspeed of 

145165 knots. If your aircraft begins to stall, bump up your airspeed 

so that you are flying just above stall speed. "Flare" the aircraft 

(pitch the nose up) so that the first thing to touch the ground are 

the rear wheels.

Try to touch down in the first half of the runway so that you'll have 

room for a roll-out. When your wheels touch the runway, cut the 

Throttle and make sure your Brake is engaged. Check for the [B] 

Instrument light in the Cockpit and press Brake (b Key) if it is not 

engaged. Once you have come to a full stop, the Control Tower also 

calls to indicate you have made a safe landing.



INSTRUMENT LANDING SYSTEM (ILS)



The F-15E is equipped with an Instrument Landing System (ILS) that is 

tied directly into the navigation system. This ILS is designed to 

assist you in lining up with a runway and determining the proper glide 

slope for landing.

Each friendly airbase is equipped with an ILS beacon which projects an 

electronic (Localizer) beam away from the runway. The beam is exactly 

aligned with the runway's heading so that an aircraft riding the beam 

is properly lined up to land. The beam is elevated so that it also 

assists in setting a glide slope.



USING THE ILS

The ILS is only activated under certain circumstances. First, the 

aircraft must be in NAV Master Mode. Your landing gear must be 

extended and your aircraft must be within 20 nautical miles from a 

friendly airbase. The primary means of viewing the ILS is through the 

pilot's HUD. However, the ILS may also be used in conjunction with the 

ADI and HSI displays if necessary.

The ILS consists of a Bank Steering Bar and Glide Slope Indicator. 

These two bars (vertical and horizontal lines) move left and right, up 

and down according to your current position on approach. When you are 

properly lined up on the glide path, these two bars meet to form 

cross-hairs in the center of your HUD.



BANK STEERING BAR (VERTICAL BAR)

The Bank Steering Bar is a visual cue that indicates your aircraft's 

position in relation to the runway. If the bar is located left of 

center in the HUD, your aircraft's course is right of the runway. If 

the bar is located right of center in the HUD, your aircraft's course 

is left of the runway.

To get on course, alter your aircraft's heading in the direction of 

the bar. As you turn, the bar begin's to center itself on the HUD. 

Make minor

course corrections to keep the vertical bar centered. As long as the 

bar is centered, you are on the proper course for landing.

GLIDE SLOPE INDICATOR (HORIZONTAL BAR)

The Glide Slope Indicator is a visual cue that indicates your 

aircraft's proper altitude in relation to its distance from the 

runway. Naturally, the closer you get to the runway, the lower your 

aircraft should be. The altitude and distance relationship sets up a 

safe glide angle.

If the horizontal bar is above center on the HUD, your aircraft is too 

low. Conversely, if the bar is below center, your aircraft is too 

high. In order to stay on the glide slope. you must gain or lose 

altitude accordingly. Having reached the proper altitude, keep the bar 

centered to remain within the glide slope.



INSTRUMENT LANDING SYSTEM (ILS)



A good rule of thumb is the nearer you are to the runway, the lower 

you have to be on the glide slope. If you find yourself too low in the 

glide slope, you have the option of maintaining your current altitude. 

As you get nearer the runway, the glide slope indicator begins 

dropping until you are once again properly aligned.

Note that you should perform ILS assisted landings in conjunction with 

the symbology displayed on the HSI. Rather than repeat that 

information here, refer back to the MPD/MPCD section HSI listing for 

details.



CONGRATULATIONS!

YOU'VE SUCCESSFULLY

COMPLETED YOUR

STANDARD MODE CHECK

RIDE. NO DOUBT YOUR

'WIZZO" IS ALSO GLAD

YOU MADE IT BACK!

VIII AUTHENTIC MODE



The E-15 Sttike Eagle III design team anticipates that many players 

will wish to start playing the simulation in Authentic Mode settings. 

It is strongly recommended that you learn Standard Mode play initially 

and then graduate to this higher level of difficulty.

Despite this recommendation, the following Authentic Mode section is 

presented as a stand-alone portion of instruction. Applicable Standard 

Mode instructions are repeated here so that it is not necessary to 

read the preceding Standard Mode section first.

If you have read the Standard Mode instructions, carefully re-read the 

instructions in this section. Do not be confused by the frequent 

repetition. In some instances, the differences between the modes are 

subtle.

Because Authentic Mode is more challenging, you are rewarded by higher 

point scores for successfully completing your missions. It is as close 

to flying an actual F-15E as most of us are likely to get.



AUTHENTIC MODE REALITY OPTION

SUMMARIES



For those of you who have read the Standard Mode instructions, the 

following list of Reality options summarizes the differences between 

the two modes.

1)FlightModel: The Authentic Mode flight model is a true simulation of 

the actual F-15E flight envelope. It differs greatly from Standard 

Mode and takes into account such things as weight and drag 

coefficients. Until now, there was really no reason to jettison 

ordnance prior to engaging in air-to-air combat. Your aircraft 

performed equally well loaded as unloaded. Not anymore.

Total gross weight (airframe, fuel and weapons) combined with a hot 

ambient (outside) air temperature will cause even the most advanced 

aircraft to perform like a "pig " A heavy aircraft performs like a 

person with excess weight, lethargic and slow. As it trims down (burns 

off fuel) it becomes much more responsive. In short, don't expect a 

fully loaded Eagle to perform like a clean one.



Once the bombs are off, induced and parasitic drag are greatly 

reduced. Free of all that excess weight, your machine will run like 

the hot fighter you want it to be. Keep these general principles in 

mind when flying the Authentic Mode flight model. If you try to cut 

corners, chances are you will find yourself needlessly stalling the 

aircraft and not being able to recover.

The Authentic Mode flight model forces you to take these factors into 

consideration. The afterburner becomes a necessity when trying to 

takeoff fully loaded. The additional thrust produced shortens your 

takeoff roll and assists the aircraft become airborne more quickly.

A heavy aircraft will accelerate slower and use more runway to 

takeoff. It may at times require more runway than is available. If 

anything should go wrong (blown tire, engine failure, etc.) a heavy 

aircraft takes more time (and distance) to come to a halt.

One other feature added to this flight model is the affect of high-g 

forces maneuvers on the pilot. Positive g-forces cause temporary pilot 

blackouts giving the enemy a perfect opportunity to shoot you while 

you're sleeping. Negative g-forces tend to cause pilot "redouts" due 

to excess blood being forced into the upper body. These effects tend 

to limit your ability to perform maneuvers even though the aircraft is 

perfectly willing to do more.

2) Air-to-Air Radar: A number of very important changes have been made 

to the Air-to-Air radar. So many in fact, that only a few major 

differences are mentioned here.

Instead of one just one STD display, searching for enemy aircraft has 

been divided into two new modes: Long Range Scan (LRS) and Short Range 

Scan (SRS). The radar is no longer ground stabilized, pitch angle 

affects your radar's performance. In addition, target aspect and 

variable ASE circles make 'locking-up" targets somewhat more 

difficult.

Target designation is now a multi-step process involving various new 

scan modes. These new radar modes are introduced depending upon the

type of missile you have placed "in priority"

3) Air-to-Ground Radar: When the Air-to-Ground radar is placed in 

Authentic Mode, a number of targeting and mapping restrictions are 

instituted. Pilots are no longer free to designate any target area 

within the RBM display arc. A new feature, Squint angle, is introduced 

which prevents maps being generated at certain ranges, off-set angles 

and altitudes. A realistic time delay in generating maps from the RBM 

have also been added.

4) TEWS: This display has been totally revamped and no longer provides 

all the information you are accustomed to in Standard Mode. Read the 

TEWS section in detail before placing this option in Authentic Mode. 

5) Weapon Effectiveness: The effectiveness of ordnance on various 

target types was ignored when in Standard Mode. When set to Authentic 

Mode, players must tailor their ordnance to the specific target being 

attacked. Targets are essentially either hardened or soft. They can be 

either point targets (such as bridges or chemical plants) or area 

targets (such as tank and troop concentrations).



Ordnance Types: Most Effective Against:

Mk. 82/ BSU-49 500 Ibs. GP bombs: SAM sites, radar sites, small 

buildings, missile launchers, oil tanks, unfortified installations, 

port facilities, canal locks, truck depots, communications centers, 

aircraft hangers Mk.84/ BSU-50 20001b GP bombs: bunkers, towers, 

bridges, large buildings, port facilities, hardened aircraft hangars, 

hardened ammo dumps



Mk.20 Rockeye: vehicles (armored and unarmored)

GBU-10: bunkers, hardened aircraft hangars, bridges, fortified 

structures

GBU-12: Small buildings, SAM radar sites, oil platforms, pumping 

stations, vehicles

GBU-15: bunkers, all hardened targets, bridges, fortified structures, 

large buildings

CBU-87: vehicles (armored and unarmored), tents, jungle HQs, ammo 

dumps, triple-A sites, SAM sites, depots, terrorist camps

CBU-89: vehicles (armored and unarmored), tents, depots, fuel storage 

tanks

AGM-65D Maverick: vehicles (armored and unarmored), fuel storage 

tanks, mobile SAMs, small ships, communications centers, tents



AGM-84A HARPOON: All naval targets (ships, tankers, missile boats, 

etc.)

AGM-84E SLAM: bunkers, hardened aircraft hangars, oil platforms,

bridges, fortified structures, large buildings

AGM-88A HARM: All active radar sites (SAMs, GCls, etc.)

Durandal: Airfield runways (paved surface)

6) MPD/MPCD Color: In Authentic Mode, colorized screens appear only on 

the three MPCDs. Note that not all display modes are colorized. If a 

display mode is not in color to begin with, it will not be colorized 

even if viewed on a MPCD.

7) Targeting FLIR: The Targeting FLIR has only a 180 degree forward 

field of vision in Authentic Mode. In addition, the FLI R may only be 

viewed in monochrome green (InfraRed).

8) Tactical Situation Display: Enemy aircraft and ground installations 

are not displayed on the TSD while in Authentic Mode. Terrain features 

are still displayed. Pilots will have to rely on the TEWS display to 

evaluate threats to the aircraft.

9) Training Mode: The Training mode option is initially turned Off 

when in Authentic Mode. However, it may be turned On at any time. As 

in Standard Mode, you receive no points for a mission if Training mode 

was activated.

10) No Crash: The No Crash option is turned Off. You now have to abide 

by a rule common to all pilots and aircraft: avoid contact with the 

ground at all times. If your aircraft hits the ground it is destroyed. 

If you are still in it when it hits, consider your career ended.

11 ) Landings: The wide margin of error given you in StandardMode is 

now gone. Your descent rate and pitch attitude when landing are 

crucial considerations for safe landings. In addition, you must stay 

on the paved portion of the runway while landing and taxiing.

12) Damage: In Authentic Mode, damage is assessed more realistically.

Now, one hit from a radar-guided missile with its large warhead is 

sufficient to cause multiple system damage and possibly shoot down 

your aircraft.

Any hits from ground fire and heat seeking missiles do significant 

damage but not always enough to destroy your aircraft. One hit is 

enough to possibly end a career, so use the TEWS and ECM wisely. Keep 

from being hit and this section shouldn't concern you.

AUTHENTIC MODE TACTICAL

ELECTRONIC WARFARE SYSTEM (TEWS)



You have two principal means of detecting enemy aircraft and avoiding 

being surprised: radar and the Tactical Electronic Warfare System 

(TEWS). Of the two methods, TEWS is perhaps more useful because it is 

an undetectable passive system which does not alert the enemy to your 

presence.

The TEWS display screen appears on an MPD/MPCD as a series of four 

concentric circles centered on a pair of horizontal and vertical 

lines. At the tips of each of these axis lines are located small 

triangles. These triangles are known as Quadrant lights.

Your aircraft is centered at the intersection of the x and y-axis 

lines, i.e. in the middle of the display. It is oriented so that the 

top of the display always represents 12 o'clock (in front of your 

aircraft). The bottom of the display is your aircraft s 6 o clock 

position (the rear of your aircraft).



AUTHENTIC MODE TEWS



Unlike the Standard Mode TEWS, there is no icon representing your 

aircraft.  Note that the position of your aircraft on the display is 

different from the radar displays. On those displays your aircraft is 

centered along the bottom edge.

The range of your TEWS is variable. You may select ranges of either 

10, 20, and 40 nautical miles. The current range selection is shown in 

the upper right corner of the display. To change the range setting, 

place the MPD/MPCD "in command" by pressing the alt Key plus the 

display number. You may now press Zoom View In (z Key) or Zoom View 

Out (x Key) to toggle between range settings.

Regardless of the range setting, the distance between each of the 

circles is equal to one-quarter of the maximum display you have 

selected. For example, if your TEWS is set to 40 nm, the circles are 

located at 10, 20, 30, and 40 nautical miles. At 20 nautical miles, 

the circles represent radii of 5, 10, 15, and 20nm.

Even though the maximum TEWS display range is limited to 40 nm, it can 

detect enemy radar searches out to 80 nautical miles. Located at the 

tips of each of the axis lines are Quadrant lights. Quadrant lights 

indicate the presence of an enemy radar searching for your aircraft. 

Once a radar sweep is detected, the Quadrant lights are turned on 

accordingly. You also receive an audio "beep" warning.

Not only do the Quadrant lights indicate the presence of an enemy 

radar, they also give a rough estimate of the radar's bearing from 

your aircraft. For example, an enemy radar is detected off to the left 

of you . This causes the Quadrant light in the 9 o'clock position to 

illuminate. The enemy radar falls within a 90 degree arc centering on 

the left side of your aircraft. If your aircraft was heading directly 

north (a heading of 360 ø), the quadrant arc would extend from 225 c 

to 815 c.



THE TEWS DISPIAY IN OPERATION



The TEWS behaves differently according to the disposition of the enemy 

radar: Searching, Tracking, and "Locked-launching."

When an enemy ground-based radar search sweep is detected, the 

appropriate TEWS Quadrant light illuminates. You also receive an audio 

alert cue.

When an enemy ground-based radar is Tracking your aircraft, a square 

icon appears on the TEWS at the appropriate range and bearing. You 

also receive an audio alert cue.

When an enemy ground-based radar has "Locked-On' to your aircraft and 

has launched a SAM, its icon begins flashing. The missile appears as a 

smaller square icon over top of the flashing icon. The [S] Cockpit 

instrument light also illuminates and an audio warning is received.

Enemy aircraft radars appear on the TEWS only after they have "Locked-

Or/' to your aircraft. A diamond-shaped icon is placed at the 

appropriate range and bearing. The [AI] Cockpit instrument light also 

illuminates. Count on a missile being fired when you see the radar 

icon even though it does not flash when a missile is launched.



TEWS DISPIAY ICONS

The TEWS has a capability of displaying up to ten aircraft and 

groundbased radar icons simultaneously. If there are more than ten 

radars "locked" onto your aircraft, the TEWS drops the additional 

detections according to a specific order of precedence. The order of 

priority is 1 ) SAM launches, 2) Aircraft with radar "lock," 3) 

Triple-A batteries with radar "lock," 4) SAM batteries with radar 

"lock." Lower priority radars are dropped from the TEWS display if a 

radar with a higher priority is detected.

Airborne radars appear on the display as diamond-shaped symbols. Enemy 

ground-based radars appear as square-shaped symbols. Inside each of 

these icons is a number from 1-9 which signifies the type of radar 

emissions being detected by the TEWS. The numbers inside the icons 

correspond to the type of radars listed below:

Ground-based Radar Indicators (square icons)

[1] Continuous wave Long-range SAM radars SA-2, SA-3

[2] Pulse-Doppler Long-range SAM radars SA-5, HAWK

[3] Continuous wave Short-range SAM radars SA-6

[4] Pulse-Doppler Short-range SAM radars SA-8, Skyguard, Roland



81



[8] AAA Acquisition and Tracking radar

Triple-A batteries

[9] Long-range Search radars

Ground Control Intercept (GCI) Stations

Aircraft Radar Indicators (diamond icons)

[1] Pulse-Doppler Multi-target Search and Track radar

F-15C/E, F-14D, F/A-18, MiG-29

[2] Pulse-Doppler Single-target Search and Track radar

F-16, F-4G, F-111

[3] Multi-mode Search and Track radar

MiG-23, MiG-25, Kfir, Mirage lll/5, Mirage F-1

[4] Single-mode Search and Track radar

MiG-21, Jian F-7, Su-20/22, F-5E

[5] Range-only radar

MiG-19, F-6, MiG-27, Su-7, Su-24

[9] Airborne Early Warning radar (AWACS)

E-3 Sentry, 11-76 Adnan



MISSILE DETECTION AND WARNINGS

In addition to detecting air and ground-based radars, the TEWS also 

has the capability of detecting radar-guided SAMs and air-to-air radar 

missiles. Radar missiles, both ground and air launched, appear as 

smaller squares which are not numbered. If detected, you receive 

audio/visual warnings when they are launched.

Heat-seeking missiles do not appear on the TEWS because no radar 

emissions are used to track the target. The [Al] cockpit caution light 

does illuminate, however, and an audio warning sounds when a heat-

seeking missile is launched.

If a detected SAM installation launches a radar-guided missile, its 

icon begins flashing on the display. You can see the missile icon 

leave the

flashing SAM installation and begin heading toward your aircraft. The 

[S] Cockpit instrument light also illuminates. This should give you 

plenty of time to deploy counter-measures or maneuver to defeat it. 

While the TEWS is merely a backup system for detecting enemy aircraft, 

it is absolutelv essential in dealina with the SAM threat.

When an aircraft with a "lock" fires a missile, its icon does not 

flash. You do receive audio warnings, however. In addition, the [AI] 

Cockpit instrument light illuminates. Again, a radar-guided missile 

appears on the TEWS display as a small unnumbered square.

Any time you see a diamond symbol on your TEWS, count on a missile 

coming your way. (Just think how quickly you fire a missile once you 

achieve a "lock " Enemy pilots are just as eager to shoot at you). The 

best way to defeat air-to-air missiles is to prevent them from ever 

being fired in the first place.

Another aspect of the TEWS suite is the radar jammer which is tied 

into the detection equipment. The internal jammer is initially turned 

on by pressing Jammer Active (j Key). This key puts the Jammer in a 

"standby" mode. Once in this standby mode, it automatically counters 

any radar emissions directed at the aircraft. Do not press the key 

each time a radar "lock" is detected, the Jammer functions 

independently. When the Jammer is functioning the words "Jammer 

Active" appear along the bottom of the TEWS.



One drawback to the Jammer is its effect on your EMIS state. With the 

Jammer functioning, the emissions are detectable. In this respect 

using the Jammer is a trade-off. It may save your life and prevent a 

missile from being fired but everyone is now able to spot you. The 

EMIS light illuminates on the console indicatinq the Jammer is 

functionina.



AUTHENTIC MODE AIR-TO-AIR COMBAT



Authentic Mode is a more accurate simulation of the actual AN/APG-70 

radar system. Here, you are required to control the various settings 

and aspects of the radar system. It is the most complex mode and 

requires a high degree of Situational Awareness on the part of the 

operator. Because of its inherent complexity, it is recommended that 

the Standard Mode settings be mastered first before trying this more 

advanced mode.



AIR TO AIR RADAR



The F-15E is equipped with the AN/APG-70 X-band pulse-Doppler radar 

system. This radar represents a substantial improvement over its 

predecessor, the AN/APG-63 system. The AN/APG-63 system is still 

utilized by the majority of F-15C/D models, but they are scheduled to 

be upgraded in the near future.

By comparison, the AN/APG-70 has a much greater RF band-width and a 

larger look-down detection range. It utilizes VLSI technology (Very 

Large Scale Integration) with chips containing 10,000 or more logic 

gates. It also is able to operate with a reduced number of system 

components.

In the Authentic Mode Air-to-Air role, the radar has two search modes: 

Long-Range-While-Scan (LRS) with interleaved Pulse Repetition 

Frequencies waveforms (PRF) and Short-Range-While-Scan (SRS) with f ul 

I mediu m PRF. The radar also has Track-While-Scan (TWS), 

SingleTarget-Track (STT), and two Auto Target Acquisition (AUTO) 

modes.

In the air-to-ground role, the synthetic aperture radar capability can 

produce high-resolution (HRM) or real-beam (RBM) mapping down to a 

highly detailed scale of 0.67 nm. There is also precision velocity 

updating and air-to-ground ranging.

The HUD is integrated into the various air-to-air and air-to-ground 

radar modes, and automatically switches into the correspondinq Master 

Mode.

AIR-TO-AIR BASIC CONCEPTS



A radar beam has two primary components. The first, scan width or 

Azimuth, is automatically set by the radar system at either 60ø or 

120ø depending on the selected radar mode. The radar scans only within 

the indicated azimuth. Bogies outside of the indicated azimuth to the 

left or right do not appear on the radar screen. The two bright pips 

along the xaxis (bottom horizontal line) indicate the current azimuth 

of the radar beam. The caret oscillating along the x-axis indicates 

the current azimuth position of the radar beam.

The second component! scan depth or Bars, is fixed at 6 bars. A bar is 

a single scan band that the radar follows across the sky bounded by 

the azimuth setting. With 1 bar, the beam would scan left to right, 

then right to left along the same scan line. With 6 bars, the beam 

scans left to right, drops down the equivalent of 1 deg at 80 nm 

range, scans right to left. drops down scans left to right, and so on.



AZIMUTH AND BARS SCAN



When it reaches the bottom left corner of the 6th bar, it starts over 

at the left corner of the first scan line. As a result, 6 bars covers 

a greater depth of sky than with 4 bars, 2 bars, or obviously, 1 bar. 

Bogies outside of 6 bars, either above or below do not appear on the 

radar screen.

This fixed 6 bars setting maximizes beam coverage, and is the most 

popular setting on the actual radar. The caret oscillating along the 

y-axis (left vertical line) indicates the current bar position of the 

radar beam.

A third important aspect now comes into play: Antenna Elevation. While 

the antenna is in the 6 bars setting. you are able to aim it higher or 

lower into the open sky. You can scan the entire sky without having to 

change your altitude. The two bright pips along the y-axis indicate 

the current altitude coverage of the radar at the acquisition symbol; 

this information is also presented numerically.

Your F-15E is centered along the bottom of the radar display looking 

up or ahead. Aircraft (friendly and enemy) always appear on the grid 

ahead of your point of view (in your 12 o'clock position). The display 

itself is a 4 by 4 square grid divided into 30 degree increments along 

the x-axis, and and four increments of nautical miles (nm) along the 

y-axis.



RADAR STATE

It may seem too obvious of a point, but still one worth mentioning. 

The radar system must be fully active before any of the modes to 

become operational. To activate the radar, simply toggle Radar 

Activate(r Key). Toggling this key alternates the radar between its 

active state and SNlFF mode.

Technically speaking. the radar system is never off during flight, but 

is placed into an inactive or standby mode called SNIFF. The radar 

antenna continues to scan along its designated path, but does not emit 

any energy. When the radar system is in SNIFF mode, the radar screen 

is blank and the word "SNIFF" is displayed. The current radar mode is 

still displayed and is adjustable while the radar is in SNIFF mode.

When the radar system is active, the (EMIS) indicator illuminates 

indicating that your F-15E is emitting radar energy. The emission of 

radar energy gives enemy search systems an added advantage to locating 

your F-15E. Any type of energy emission is like a bright beacon in the 

sky. Your radar system should be utilized with this in mind. 

Indiscriminate use could make the difference between success and 

failure.

LONG RANGE SCAN (LRS)



This is the basic air-to-air radar search mode and default setting 

when selecting the Air-to-Air Master Mode. The current mode is always 

indicated in the lower left corner.

The LRS mode is heading stabilized with the radar antenna always 

pointing in the direction the aircraft is heading. It has an azimuth 

of 120ø and a default range of 80 nm. The bright pips along the x-axis 

are at the extreme edges, or 60ø per side equaling 120ø. The value in 

the upper right corner is the current range setting; 80 nm. Therefore, 

the individual horizontal breaks indicate ranges from 0 (your 

aircraft's position at the bottom), to 20, 40, 60, and 80 nm from your 

aircraft.



LONG RANGE SCAN (LRS) RADAR



As was first mentioned in the initial description of the AN/APG-70 

radar system, the LRS mode features interleaved PRF. This means that 

the LRS mode alternates between high and medium PRF. This may seem a 

bit cosmic (fighter-speak for a sophisticated system), but it is 

actually quite simple.

The radar uses pulsed beams rather than a continuous radar beam to 

search for enemy targets. High PRF pulses are necessary to detect 

targets at long range, in respect to velocity, but are not suitable 

for measuring range because there is not enough time to correlate the 

data before the next pulse fires. Medium PRF pulses do not have the 

power to detect long range targets, but are an accurate measurement of 

range. They can distinguish between targets and false returns 

generated by ground clutter.

The current PRF status displays in the lower right hand corner. The 

value indicates the bar currently scanned; "HI" indicates high PRF and 

"MED" indicates medium PRF. Notice that the radar alternates between 

HI and MED PRF as it moves down the bars and when it cycles back to 

the beginning of the 1st bar. In this way, an individual bar is not 

continually scanned with the same PRF pulse.



HUD SYMBOLOGY

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

mode.



RADAR RANGE (AIR-TO-AIR MODES)

The radar range is changed by pressing Radar Range (home key) to 

toggle the range. The range can be set to 10, 20, 40 or 80 nm, 

although anything under 40 nm in LRS mode is more of a handicap than 

an asset. As with 80 nm, the individual horizontal breaks still 

represent 1/4 of the maximum range setting. For example, with a 20 nm 

setting, the individual horizontal breaks indicate ranges from your 

aircraft's position at the bottom, (0 nm), to 5, 10, 15, and 20 nm 

from your F-15E.

ANTENNA ALTITUDE

The antenna altitude coverage can be raised 5ø by pressing Antenna Up 

(page up key), or lowered 5ø by pressing Antenna Down (page down key).

The current antenna altitude coverage is displayed graphically by the 

two bright pips on the y-axis, and numerically by the two values in 

the upper left corner. The first value is the lower altitude limit, in 

thousands of feet, and the second value is the upper altitude limit, 

also in thousands of feet. For example, if the altitude indicates "18 

35", the radar is scanning between 18,000 and 35,000 feet in regard to 

the position of the ACQ Symbol (more on that later). Any potential 

targets flying below 18,000 feet or above 35,000 feet do not appear on 

the radar.

As you climb or dive the F-15E, the altitude indicators change based 

upon the new attitude of the plane. If you dive, the antenna is 

pointing more toward the ground; the maximum altitude coverage is now 

less. The reverse is true if you climb.



BOGIES & BANDITS

Bogies appear as bright green boxes on the radar display. In LRS mode, 

no altitude information is given, only range indications. Do not let 

the relative position of the green boxes disorient you. Just keep in 

mind that they are out in front of your F-15E. They may be above or 

below your current altitude, but at this point you have determined the 

most important piece of information, that a potential threat exists.



TARGET AGING

All of the radar modes, including LRS, age scanned targets. As the 

beam scans away from the target, it maintains its last known position 

by displaying a subdued green box. When the target is again scanned, 

its new position immediately updates on the radar and the aged box is 

erased.

Target aging can be utilized as a rudimentary altitude scale. If the 

bar scan caret is at the top of the scale, and a target quickly ages, 

you can interpret this to mean that it is near the indicated maximum 

altitude coverage limit. The reverse is also true of the lower end of 

the bar scan.



ACQUISITION SYMBOL

After all that, there is still one last piece of data to digest, the 

Acquisition Symbol. The ACQ Symbol (pronounced "Ax"), looks like two 

parallel vertical lines or captain's bars. It is located in the center 

of the radar display bracketed by the horizon line. Think of the ACQ 

Symbol as a pointing device that is used to direct the radar to look 

in a certain direction or to designate a target.

The ACQ Symbol can be used to determine the antenna coverage, in 

thousands of feet, at any particular range. Use the Controller to move 

the "captain's bars" cursor into the radar screen. It changes into the 

ACQ Symbol. As you move the ACQ Symbol up and down the screen, notice 

that the bright pips along the y-axis change along with the values in 

the upper left corner.

For example, if you sit on the runway with your LRS radar mode active 

and place the ACQ Symbol on the 60 nm range line, the values read "-35 

35." This indicates that at 60 nm, the radar is scanning from -35,000 

feet to 35,000 feet. While a negative range coverage may seem some 

what strange, this is how the radar system is able to distinguish low 

flying aircraft.



TARGET DESIGNATION

Designation is the process of telling the radar system that you want 

to track a specific target or look at a specific point in space. 

Pressing Designate Target (backspace key) designates the radar on the 

closest target. Multiple presses of Designate Target toggles through 

all available targets from the closest to the furthest.

The preferred method of target designation is by using a mouse 

controller to move a cursor over the desired target. If you have a 

mouse, you can freely move the ACQ Symbol to designate an individual 

target or to use the ACQ Symbol to designate any point on the radar 

screen.

After designating a target, the radar automatically switches to 

TrackWhile-Scan mode (or Designated-Track-While-Scan: DTWS).

SHORT RANGE SCAN (SRS)

SRS is the secondary air-to-air radar search mode. It is activated by 

pressing LRS/SRS(insert key) when in LRS mode. Like LRS mode, SRS is 

heading stabilized. It has an azimuth of 60ø by a default range of 40 

nm. The range can be set to 10, 20 or 40 nm.

The HUD does not display any special data when the radar is in SRS 

mode. As opposed to LRS, SRS always scans in medium PRF. this is 

indicated in the lower right corner. Additionally, the bars in SRS are 

of greater depth than LRS, approximately 2.5ø. Therefore, SRS covers a 

greater depth of sky. With its tighter, medium PRF 60ø beam, SRS 

updates the radar screen much quicker, and is providing precise range 

information with every sweep. It should be the mode of choice once 

targets pass the 40 nm range line. Otherwise, the information 

displayed in SRS mode exactly matches LRS.



SHORT RANGE SCAN



In SRS mode, the ACQ Symbol plays an additional role. Since SRS has a 

60ø azimuth, the ACQ Symbol can be used to aim the radar in the 

horizontal plane. Notice as you move the ACQ Symbol from side-to-side 

that the two bright pips along the x-axis align their position with 

the position of the ACQ Symbol. This powerful feature can be very 

useful when potential threats start to cut down the range. You are 

able to maintain them in your radar beam without having to change the 

heading of your F-15E.

As with LRS, designating the ACQ Symbol switches the radar into Track-

While-Scan mode.



TRACK-WHILE-SCAN (TWS)



TWS (pronounced "Twiz") is the primary target tracking mode and is

activated by pressing TWS (delete key), or by designating the ACQ

Symbol in either LRS or SRS modes. TWS is actually two separate modes,



TRACK WHILE SCAN

standard TWS and Designated-TWS (called DTWS or D-Twiz). If TWS/ DTWS 

is activated by pressing TWS or by designating the ACQ Symbol in an 

open area on the radar screen, TWS mode is activated. If a target is 

designated (the target is called the Primary Designated Target or 

PDT), DTWS mode is activated.

TWS/DTWS is space-stabilized. It locks on to a specific target or a 

point in the sky. As you change the heading of your F-15E, the radar 

maintains this space stabilization. This is very useful in maintaining 

a designated or locked target while maneuvering your F-15E.

TWS/DTWS has an azimuth of 60ø and defaults to the indicated range 

(10, 20, 30, 40, or 80 nm) when the mode is activated. If the radar is 

unable to maintain its designation, it reverts to the last active 

search mode.



HEADING VECTOR

The radar screen in TWS mode appears exactly the same as LRS/SRS with 

one important addition, the Heading Vector. This is a small line 

leading off from the target box. Contrary to what you may think, it is 

not a tail but a "lead line." It always points toward the direction of 

flight.



DESIGNATED TRACK WHILE SCAN (DTWS)



When a target is designated, it changes from a box to an open diamond 

along with the Heading Vector. The information displayed on the radar 

switches from general radar data to target specific data. DTWS 

continual Iy scans the designated target but also scans the area 

within the indicated azimuth and 6 bars. The designated target is the 

primary scan point, but other targets in the vicinity are also 

displayed along with their Heading Vectors. The azimuth and bar carets 

remain locked at the position of the designated target, however.

Moving across the top of radar display starting from the upper left 

corner; the first value is the designated target's current speed in 

knots, next is its aspect angle, followed by its heading, and finally, 

the indicated range of the display.

Across the bottom of the display in the lower left corner is the radar 

mode, and in the lower right corner is the target's current altitude 

in thousands and hundreds of feet (the first value is the thousands 

and the second value is the hundreds).



DESIGNATED-TRACK-WHILE-SCAN (DTWS)



Target Speed    Aspect Angle    Target Heading



When a target is designated and a missile is selected, a new set of 

prompts immediately appears on the radar display's right y-axis. There 

are two lines and a caret. The caret corresponds to the target's 

range. The upper line is the selected missile s maximum range; this is 

called RMAX. The lower line is the selected missile's minimum range; 

this is called RMIN. The target's range must be somewhere between RMAX 

and RMIN for a valid shot. This combined data element is called the 

Radar Range Scale.



ASPECT ANGLE



This is the horizontal angular difference between the tail of the 

target and the nose of your F-15E. The angle that these two points 

define is the Aspect Angle. The "L" or "IR" means that your F-15E is 

looking at the left side or right side of the target.

ASPECT ANGLE



The angle is defined as a single or double digit; the units digit is 

not significant and is dropped. For example, if the Aspect Angle is 

12L (read as one-two-left), your F-15E is 120ø off the target's tail 

on its left side.

If the Aspect Angle is increasing, your F-15E is passing to the front 

of the designated target; if it is decreasing, you are passing to its 

rear. If the Aspect Angle remains constant, your F-15E and the target 

are cospeed and co-heading. An Aspect Angle of "H" means your F-15E is 

flying directly toward the target on a collision course; "T" means 

your F-15E is directly in the target's six.

Aspect Angle is a very important consideration. You will come to see 

that Aspect Angle has a direct bearing on not only the quality of the 

shot but also a target's ability to take a shot at you.



RADAR AUTO-RANGING (DTWS)

DTWS has the added feature of automatic range scaling. If the PDT's 

range is approximately 2 nm less than a range boundary, the selected 

range automatically switches to the appropriate increment. For 

example, if DTWS is set at 40 nm, and as the PDT's range falls to 18 

nm, the radar automatically switches into 20 nm range.



HUD SYMBOLOGY

In DTWS mode, the HUD mirrors part of the radar information. In the 

lower right corner of the HUD, a target's altitude, range and aspect 

angle are displayed from top to bottom.



LOCKING UP THE TARGET

When in DTWS mode, the PDT can be locked up at any time by pressing 

Target Lock (l key). When a target is locked, its icon on the radar 

display changes from an open diamond to a solid diamond. If the 

selected weapon is either the gun, AIM-9M or AIM-7M, the radar 

automatically switches into Single-Target-Track (STT) mode; if AIM-

120A is the selected weapon, the radar stays in DTWS mode.

In addition to the missile range data, two important cues now appear 

on the radar display; the Allowable Steering Error (ASE) and the 

Steering Dot. The ASE is located in the middle of the radar display, 

and depending on the location of the target, the Steering Dot is 

located in the vicinity of the ASE. The ASE is a dynamic element that 

changes its size, either becoming larger or smaller, depending on the 

target's Aspect Angle.



BREAK LOCK

Situations may arise when the locked target is no longer the primary 

threat. Another target of greater priority may have just appeared, and 

you need to switch locks. By pressing Break Lock (k key), the lock is 

immediately dropped, and the radar automatically reverts to the last 

active mode.

This may seem somewhat confusing if the last active mode was AUTO and 

the locked target is the closest and is less than 10 nm away. In this 

case, the radar instantaneously drops the lock and restores the lock 

to the same target. This switch happens so quickly that you can not 

even recognize it. You may think that the Break Lock did not work, but 

this is not the case.

HUD SYMBOLOGY

The HUD mirrors ASE and Steering Dot cues just described along with a 

few of useful additions.

The Radar Range scale is located on the right side of the HUD. The 

information is displayed in the same manner as the radar display, plus 

it adds an additional factor, Closure Rate. Next to the target's range 

caret is a value. A positive value indicates the speed at which you 

are overtaking the target; a negative value is the speed the target is 

pulling away from you.

These two airspeeds are available elsewhere, but this way the system 

calculates the vectors and does the math. This information is useful 

to determine if you are chasing the target; if you are approaching 

head-on or approaching from the beam (Aspect Angles from six to 

oneone), it becomes significant to weapon selection and employment.

The HUD also adds another very useful reference cue, the Target 

Designator Box (TD). The TD "boxes" the target as a visual reference 

to its location . The TD never totally leaves the HUD even as a target 

exits the HUD's field of view. The TD parks itself at the edge of the 

HUD. A line appears from the center of the ASE to the target's 

location. This line is appropriately called the Target Locator Line. 

Follow the line, the target is at the other end.

Finally, the Gun Cross appears directly below the the Heading 

Indicator when the selected weapon has missiles or rounds remaining.



LOCKSHOOT LIGHTS

When a target is locked up, the two Lock-Shoot lights located on the 

aircraft's canopy brace illuminate. The lights begin flashing when you 

receive a Shoot cue.



SINGLE-TARGET-TRACK (STT)

The nature of certain missiles require the full support of the radar 

system in order to engage a target.  AIM-9M and AIM-7M both engage 

targets from STT mode while AIM-120A engages targets from DTWS mode.

STT appears exactly the same as DTWS with one key exception; only one 

target ever appears on the radar display. No other aircraft, no matter 

how close to the target or your aircraft, appear on the radar display.



Do not get focused on this single target. It is imperative not to 

lockup a target too soon. Stay in DTWS as long as possible so as to 

receive as much information about all of the targets.



AIR-TO-AIR COMBAT (MISSILE)



As stated earlier, the weapon must first be in range to take the shot. 

The shot must also be in constraints for the particular missile. This 

is not something you must calculate manually. The ASE and Steering Dot 

do this for you.

You might think that you would have to put the TD in the ASE. This is 

not necessary. All that is required is for the Steering Dot to be 

brought within the ASE circle. Remember that the ASE constantly 

changes with the target's Aspect Angle.



SHOOT CUE

Once the range and steering requirements are met a Shoot Cue appears 

on the lower center of the radar display and also flashes directly 

below the TD on the HUD. The Shoot Cue appears as a triangle for AIM-

9M Sidewinder and AIM-7M Sparrow, or a six pointed star for AIM-120A 

AMRAAM.

If the Shoot Cue disappears before the shot is taken, you must wait 

for it to reappear. The shot is good only as long as the Shoot Cue is 

visible.



LOCK-SHOOT LIGHTS

When the Shoot Cue appears, the two Lock-Shoot lights located on the 

aircraft canopy braces will flash.



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



The AIM-9A Sparrow and the AIM-120A AMRAAM are both fire and forget

missiles. Once they are launched, your aircraft need not retain a 

radar lock-on in order for the missile to intercept the target. You 

may designate or lock another target or completely turn away from the 

target.



AIM-7M (MAINTAINING RADAR LOCK)

The AIM-7M Sparrow is a semi-active radar homing missile (SARH). It 

homes in on the reflected radar energy generated by your aircraft. 

After

launch, it is necessary that you maintain a radar lock-on (called 

"painting the target") until the missile intercepts the target. It is 

not necessary to maintain a Shoot Cue; just maintain the radar lock.



TIME TO INTERCEPT (TTI)

Once an AIM-120A AMRAAM or AIM-7M Sparrow missile is launched, the TTI 

data is displayed on the HUD as the final target entry in the lower 

right corner. The value is expressed in seconds to intercept the 

target. If the missile loses lock, ''LOSING" displays in place of the 

seconds.

TTI is informational if an AIM-120A was launched, but is extremely 

useful if an AIM-7M was launched as the target must be continually 

illuminated by your radar for this missile to intercept the target.



BREAK X



Once the target range passes below RMIN, a large "X" appears in the 

center of the HUD and the center of the radar display. This symbol 

(called "Break X"). indicates that a shot is no longer possible, and 

the missile should not be launched. You must reposition your F-15E for 

a clear shot. If you take the shot, it will miss.



AIR-TO-AIR COMBAT (GUN)



The gun design of the F-15 series of aircraft overcame a limitation 

that long plagued the the F-4 Phantom ll and earlier aircraft. With a 

gun mounted directly along the horizontal, you must actually fire more 

at the target's nose than at its mid-point. This is due to the natural 

drop in shells as gravity takes over. In tight-turning furballs you 

actually had to fire at a target just out of your point of view. Your 

F-15E's gun is canted up 2ø from horizontal. Some ingenious engineer 

figured out that that was just enough to overcome the force of gravity 

at a range 3,000 feet or less.

Your F-15E is equipped with a Lead Computing Optical Sight (called 

LCOS, pronounced L-COS) for the on-board M61A1 20mm Gun. The LCOS uses 

your F-15E's motion and the radar range to estimate the target 

velocity and acceleration.

The gun has a maximum effective range of approximately 3,000 feet, or 

roughly 1/2 nm. The gun and gunsight are bore sighted to the gun 

harmonization range of 2 .250 feet; this is the optimum range . For 

all intents and purposes, the gun can fire a great deal further, but 

anything much beyond 3,000 feet and the dispersion of the shells makes 

any chance of hit unlikely.

When the gun is selected as the active weapon, the ASE is replaced by 

the gun sight reticle. Lacking a locked target, the reticle is 

positioned just above center line in the HU D. Remember the gun's 2ø 

cant. With a locked target, the reticle floats in the HUD as it 

compensates for your F-15E's flight parameters. In reality, it can 

actually exit the HUD during non-constant high-g maneuvers.

The object is a simple one. Place the reticle on the target, attain 

proper range, and pull the trigger. Could it get any easier? Well, 

getting there takes some effort. The reticle must be stabilized on the 

target before a shot can be taken. The art of of stabilizing the 

reticle on the target is a matter of maintaining a g-level that is 

already attained. Quick, sharp violent maneuvers just throw the 

reticle around the HUD.

With a radar lock, the HU D displays the Radar Range Scale, but only 

displays target range and Aspect Angle in the lower right corner.



GUN HUD

AUTO TARGET ACQUISITION (AUTO)

AUTO mode is as close to a panic situation as you will ever want to 

see. It should only be used when no targets are active on your radar 

display and you suspect, just saw, or just had your target fly past 

your point of view.  This way you get to the shooting without have to 

go through the entire sequence.

AUTO provides the widest beam coverage, but is limited to a maximum 

range of 10 nautical miles. AUTO mode is activated by pressing AUTO 

MODE (end key) or by selecting/pressing Guns (1 key) when in either 

search mode.

AUTO mode immediately locks up the first and nearest target, within 10 

nm, that the radar detects. AUTO mode automatically switches to 

Single-Target-Track (STT) mode if Guns, AIM-9M or AIM-7M are the 

selected weapons. If the AIM-120A is the selected weapon, the radar 

switches to DTWS when a target is locked.



BORE SIGHT (BST)

Bore Sight is a special sub-mode of AUTO that is activated by a second 

press of AUTO MODE (end key). When the radar is in Bore Sight mode 

(BST is displayed in the lower left corner), the beam is focused 

directly along the heading of the aircraft: a special BST beam pointer 

is displayed in the center of the HUD. Any target aircraft that 

ventures into or is placed within the beam pointer is immediately 

locked-up.

This mode is very useful to lock-up one of multiple targets at close 

range. Since AUTO mode automatically locks the closest target 

regardless of its orientation to your aircraft, BST enables you to 

select the target to lock.



IDENTIFICATION, FRIEND OR FOE (IFF)



Modern air combat seldom affords the opportunity to achieve a visual 

tally on a potential threat. IFF is a method utilized to determine if 

a bogey is a true bandit or a non-threat. Special electronic systems 

are used to "interrogate" a target to determine its nature.

Press IFF(i key) to interrogate a locked target (IFF is only effective 

with a locked target). If friendly, a transponder in the locked 

aircraft automatically responds by "squawking'' back with an audible 

tone. Additionally, the IFF light illuminates in the cockpit.



If you do not get a "squawk" the target icon immediately changes into 

an "X" symbol on the radar display indicating that the aircraft is 

hostile. Do not wait to see the whites of their eyes. Shoot first and 

ask questions later.

AUTHENTIC MODE

AIR TO GROUND COMBAT

PRIMARY AND SECONDARY TARGETS



Each mission requires you to attack a Primary and Secondary target. 

These two targets are generally related in that the same type of 

ordnance is used to destroy both. The order in which you attack these 

targets is unimportant and left up to you . Just remember, if you 

attack the Secondary target first, keep enough bombs on board to 

destroy your Primary.

Your prescribed flight path is displayed on the Tactical Situation 

Display (TSD). The first Sequence Point along the path is always the



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



AIRTOGROUND BASIC CONCEPTS



The AN/APG-70 radar system is able to discriminate potential ground 

targets on a high order and to utilize the synthetic aperture radar 

capability to create highly detailed maps of designated target areas. 

Complementary and support systems include the LANTIRN AN/AAQ-14 

Targeting Pod with its high resolution FLIR and laser designator.

As is the case with the Air-to-Air Radar Modes, these modes most 

closely duplicate the actual functionality of the AN/APG-70 radar 

system when utilized in an air-to-ground role. This is not the mode to 

tackle initially. it is recommended that the radar be placed in 

Standard Mode first.

AIR TO GROUND RADAR

The primary air-to-ground radar modes are the Real Beam Map (RBM) and 

the High Resolution Patch Map (HRM). These two modes work in parallel 

to create highly detailed views of the forward area.

Azimuth, bars and antenna altitude are not an issue when in Air-

toGround Master Mode.  The radar system is ground stabilized and 

automatically determines the correct attitudes and settings for these 

aspects.



RADAR STATE

Technically speaking, the radar system is never off during flight, but 

is placed into an inactive or standby mode called SNIFF. The radar 

antenna continues to scan along its designated path, but does not emit 

any energy. When the radar system is in SNIFF mode, the radar screen 

is blank with the word "SNlFF" displayed.

The current mode is still displayed and is adjustable while the radar 

is in SNIFF mode. Press Radar Activate ( r key) to activate the radar 

system. When the radar system is active, the EMIS indicator 

illuminates indicating that your F-15E is emitting radar energy.

The emission of radar energy gives enemy search systems an added 

advantage to locating your aircraft. Any type of energy emission is 

like a bright beacon in the sky. Your radar system should be utilized 

with this in mind. Indiscriminate use could make the difference 

between success and failure.



REAL BEAM MAP (RBM)

The RBM mode is heading-stabilized. The radar antenna always points in 

the direction the F-15E is heading. It has a fixed azimuth of 100ø and 

a maximum default range of 80 nm. The value in the lower left corner 

is the current range setting.

Your F-15E is positioned at the bottom of the radar display looking up 

or ahead. The display is divided into four incremental arcs 

representing nautical miles (nm). Terrain and objects appear on the 

grid ahead of your point of view (in your aircraft's 12 o'clock 

position). Therefore, if the default range is 80 nm, the individual 

arcs indicate ranges from 0 (your aircraft's position at the bottom), 

to 20, 40, 60, and 80 nm from your F-15E.



REAL BEAM MAP DISPLAY



RBM RADAR RANGE

The radar range can be changed by pressing Radar Range (home key) to 

toggle the range. The range can be set to 10, 20, 40 or 80 nautical 

miles.

The maximum range setting is dependent on the Above Ground Level (AGL) 

altitude of your F-15E, as indicated by the radar altimeter. If the 

AGL is 500 feet or less, the maximum possible range setting is 10 nm. 

If between 501 to 1000 feet; 20 nm, between 100 to 2000 feet. 40 

nautical miles. If the altitude is above 2000 feet; 80 nautical miles. 

The RBM range defaults to these indicated maximums, and can not be set 

beyond these parameters as long as an AGL maximum limit exists.

As with 80 nm, the individual arcs still represent one quarter of the 

maximum range setting. For example, with a 20 nm setting, the 

individual arcs indicate ranges from 0 (your aircraft's position at 

the bottom), to 5, 10, 15. and 20 nm from your F-15E.

RBM TERRAIN & TARGETS

Terrain is displayed as shades of dark to light, with black as no 

terrain, or water, to brighter shades for higher elevations. Non-

terrain objects appear as bright pips against the background terrain.

Depending on the range selected, these objects can appear as close 

concentrations or dispersed groupings. Objects on an 80 nm range RBM 

appear much closer together than the same objects on a 20 nm range 

RBM.

The RBM is continually updated as the radar beam passes across the 

scan area; terrain and objects are updated with each complete pass.



RBM SEQUENCE POINTS

These reference cues are placed on the RBM to assist in identifying 

important points on a mission. Your home air base or tanker track, 

Primary and Secondary targets are all indicated on the RBM at the 

appropriate locations. The Primary and Secondary Targets are indicated 

as triangles. Your home air base or tanker track is marked with a 

five-sided symbol shaped like the home plate in baseball.



RBM DESIGNATING TARGETS

Targets can be designated for area effect weapons such as Rockeye IIs, 

directly from the RBM. Other means should be employed for target 

designation when using point effect weapons such as AGM-65 Mavericks. 

Move the cursor by pressing Designate target (backspace key) to the 

closest ground target. Multiple presses of this key toggles through 

all available targets from the closest to the furthest.

If you have a mouse controller. you can freely move the cursor to 

designate any target on the RBM screen or even a point on the ground. 

Pressing the right mouse button designates the target.

While targets can be designated directly from the RBM in this manner! 

it is most often utilized as a reference for "commanding" or making 

Hiqh Resolution Maps (HRM).



HIGH RESOLUTION MAP (HRM)



An HRM is created with the AN/APG-70's synthetic aperture radar 

capability. HRMs depict all the significant terrain features and 

objects captured within the beam; the radar Doppler shifts are 

converted into actual terrain and object features.

The system computer must go through literally millions of calculations 

before a map can be generated. As a result, HRMs are not generated 

instantaneously; there is a delay. As you move the cursor around the 

RBM screen the value displayed at the top of the RBM screen is the 

estimated delay for generating an H RM map at the cursor's current 

location . You can control this delay and the quality of the HRMs 

generated.

Static pulse Doppler radars, like ground-based radars, generate the 

strongest returns from objects moving across the radar's point of 

view. Objects moving directly toward or away from the radar generate 

the weakest return.



HIGH RESOLUTION MAP



HRM Disolay Window Size (DW)

With HRMs, your pulse Doppler AN/APG-70 radar is moving and the 

targets are stationary. Therefore, objects located at your sides or 

beam generate the strongest returns while objects directly ahead 

generate the weakest returns. In fact, you can not command an HRM 

directly ahead of your point of view. Offsetting your viewpoint from 

directly ahead is referred to as "Squint Angle"

HRMs commanded at the extreme boundaries of the RBM utilize max 

Squint, and are the quickest to generate and the most accurate. This 

concept may take some getting used to. Normal logic dictates that you 

look directly at an object or move directly toward a point. I n this 

case, the indirect approach is the most advantageous.

HRMs can be commanded in seven increments: from a large, low detail 40 

nm map to, 20, 10, 4.7, 3.3,1.3, and all the way down to a small, 

highly detailed 0.67 nm map. The value in the lower center of the RBM 

display is the current Display Window Size (DW) for the HRM. The DW is 

adjusted down by pressing Zoom View In (z key) and is adjusted up by 

pressing Zoom View Out (x key). Both of these adjustments require the 

screen to be "in command."



HRM MAP LIMITS

As is the case with the RBM, the HRM is also bound by certain 

limitations.

HRMs can not be commanded directly ahead of your flight path: the 

Doppler radar returns are just too weak. The cursor changes into an 

"X" within this off-limits area. If commanded from within this region, 

a "BLIND ZONE" error message is displayed for a few seconds.



DW  |   Min     Max

0.67 nm 3.0 nm      20 nm

1.3 nm      3.5 nm      40 nm

3.3 nm      4.5 nm      50 nm

4.7 nm      5.0 nm      80 nm

10 nm       11.0 nm 80 nm

20 nm       22.0 nm 80 nm

40 nm       44.0 nm 80 nm



HRMs can not be commanded outside of the 100ø limit described by the 

RBM; the radar beam does not scan beyond the 100ø limit. The cursor 

changes into an "X" within this off limits area. If commanded from 

within this region, a "GIMBAL LIMIT" error message is displayed for a 

few seconds.

HRMs are also bounded by minimum and maximum range limitations. The 

preceding table indicates these minimums and maximums for each DW 

increment. The cursor changes into an "X" within these off limits 

areas. If commanded from within these regions, a "DW RANGE LIMIT" 

error message is displayed for a few seconds.



COMMANDING THE HRM

Commanding the HRM is the process of telling the radar system that you 

want to generate a map at a specific point on the ground. Move the 

cursor by pressing Designate Target (backspace key) to the closest 

ground target. Multiple presses of this key toggles through all 

available targets from the closest to the furthest.

Pressing Lock Target (l key) commands the map at the location of the 

cursor. If you have a mouse controller, you can freely move the cursor 

to command the HRM any target on the RBM screen or even a point on the 

ground. Pressing the left mouse button commands the HRM.

After commanding the HRM, its map screen is displayed after the delay 

lapses. The value in the lower center of the screen is the DW for the 

map. The value in the upper center is the time delay countdown for the 

HRM.

Additional high-detail HRMs can be commanded from an existing HRM. 

Increment the DW by pressing Zoom Viewln (z key) and press the Lock 

Target (l key).

If you have a mouse controller, and the screen is in command, you can 

freely move the cursor to command the HRM at any legitimate point on 

the RBM screen.  Pressing the left mouse button commands the new HRM.



HRM SEQUENCE POINTS

These reference cues are placed on the HRM to assist in identifying 

important points on a mission in the same manner as was described for 

the RBM.

HRM (DESIGNATING TARGETS)

Targets can be designated for all weapons directly from the HRM. Move 

the cursor by pressing Designate Target(backspace key) to the closest 

ground target. Multiple presses of this key toggles through all 

available targets on the map.

If you have a mouse controller, you can freely move the cursor to 

designate any target on the HRM map. Pressing the right mouse button 

designates the target.



OPTICAL GROUND TARGET DESIGNATION



While the majority of the ground targeting systems are optical in 

nature, they are so closely tied to the AN/APG-70's ground mapping 

systems that they are included here as part of the Air-to-Ground radar 

modes.

There are five methods of ground target designation. Two of these 

methods have already been covered in the preceding sections: RBM and 

HRM. The final three are the LANTIRN Targeting FLIR, the HUD TD ( HUD 

Target Designator) and the HUD Pipper.

The LANTIRN Targeting FLIR is an all-weather, night/day system, while 

the HUD TD and HUD Pipper are optical, daylight only systems.  They 

are point of view systems that utilize the old mark 1.0 eyeball method 

of designation; after all, you cannot designate what you cannot see.

Any one of these five methods can be utilized to designate a ground 

target or for that matter, any point on the ground. A target 

designated with one method can be changed or redesignated by the use 

of another method; the methods may be intermixed.

Care should be exercised. The flexibility of these systems are also 

their limitation. Since these techniques can designate any point on 

the ground, make sure that you have designated a legitimate target and 

not an open space by mistake.



AN/AAQ-14 LANTIRN TARGETING POD



The LANTIRN Targeting Pod, along with its sister the AN/AAQ-113 

LANTIRN Navigation Pod, make the F-15E an awesome night strike-

fighter.

Nestled under the left engine nacelle, the Targeting Pod combines a 

highly sensitive targeting FLIR (Forward Looking InfraRed) along with 

a laser ranger/designator, into a single compact package.



LANTIRN TARGETING POD,

FORWARD LOOKING INFRARED (FLIR)



Zoom-ln Image



The targeting FLIR functions in conjunction with the RBM/HRM systems, 

or can be utilized totally independently for complete passive 

detection, for precise identification and targeting. The laser 

ranger/designator is utilized to "paint" targets detected via the 

RBM/HRM systems or targeting FLIR for the accurate delivery of laser 

guided bombs (GBU-10 and GBU-12).



LANTIRN TARGETING POD IMPLEMENTATION

Since the Targeting Pod utilizes passive systems, it is considered to 

be always active and on-line for immediate use whenever Air-to-Ground 

Master Mode is selected. As opposed to the AN/APG-70 Radar System, use 

of the Targeting Pod does not effect the F-15E's EMIS state.

The Targeting Pod has a maximum range of 10 nm. Targets closer to your 

F-15E are naturally easier to recognize and identify. The Targeting 

FLIR has a high degree of contrast and two fields of view (wide and 

narrow) . Larger targets at extreme range should not be problem to 

identify.

The Targeting FLIR defaults to the wide field of view; this is 

indicated by a large "box" around the designated target; this is the 

field of view for narrow view. Narrow view is selected (the screen 

must be in command) by pressing Zoom View In (z key). The view of the 

designated target zooms in when the Targeting FLIR is set to narrow 

view, but the field of view is naturally limited. Wide view is 

selected (the screen must be in command) by pressing Zoom View Out (x 

key).

If the RBM/HRM systems are active, the Targeting Pod's viewpoint is 

automatically slaved to the RBM/HRM's point of view. When slaving its 

viewpoint to the RBM/HRM, targets designated via these systems are 

also automatically designated by the Targeting FLIR and centered in 

its point of view. The designated target can be changed by pressing 

Designate Target(backspace key). Multiple presses of this key toggles 

through all available targets currently in the FLIR's field of view.

If you have a mouse controller, you can freely move the cursor to 

designate any target or point on the FLI R screen. Pressing the right 

mouse button designates the target.



HUD TD (GROUND TARGET DESIGNATION)

The HUD TD is only active if a mouse is available. When the cursor is 

positioned in the HUD, it changes into the TD symbol. To designate a 

target, position the TD over any point on the ground and press either 

mouse button. The target can be changed any number of times with this 

method. The TD may not be used to mark air targets.



HUD PIPPER (GROUND TARGET DESIGNATION)

This method is not unlike the air-to-air Bore Sight radar mode; the F-

15E is basically utilized as a pointing device. In this case, the 

pipper is located at the point of the F-15E's velocity vector. At any 

time, pressing Designate Target(backspace key) designates the ground 

target currently under the pipper. A slightly nose down attitude is 

very useful when utilizing this method; it may not be used to mark air 

targets.

Note: The HUD Pipper is only functional if the RBM/HRM displays are 

not in command.



AIR-TO-GROUND DELIVERY MODES



All these air-to-ground designation methods lead to one specific end, 

the destruction of a target. There are three delivery modes for air-

to-ground ordnance: CDIP, AUTO, and Guided Delivery. Laser delivery 

mode is actually a subset of AUTO and CDIP.

Some weapons utilize only one mode of delivery whereas other weapons 

can utilize different modes of delivery depending upon pilot 

preference or conditions. Where options exist, the delivery mode is 

selected by pressing Bomb Mode (shtt b key). The active delivery mode 

is displayed in the lower right corner of the HUD.

All modes, except CDIP, require a valid designated target before any 

weapon can be dropped or launched. You must get through that portion 

of the process before you can even think about sending any ground 

ordnance on its way.



CDIP MODE



CDIP (Continuously Displayed Impact Point: pronounced "See-dip") is a 

computer determined, manually initiated release mode for the delivery 

of all types of free-fall bombs including; Mk. 82, Mk. 84, BSU-49, 

BSU-50. Rockeye ll, CBU-87, CBU-89, BLU-107/B Durandal, and GBU-10 and 

GBU-12 laser glide bombs.

CDIP is an optical delivery mode that constantly computes the impact 

point of the priority weapon. A weapon is placed "in priority" by 

pressing the desired Weapon Station (4-8 key). CDIP automatically 

computes the impact point based on the selected weapon. When the 

weapon is released, you can be fairly assured of its impact point. It 

is the easiest mode to understand and master.



CDIP MODE TARGETING FLIR SYMBOLOGY

If a target is designated, it is marked by cross-hairs and centered in 

the FLIR display.



CDIP MODE HUD SYMBOLOGY

CDIP Mode is visually controlled and actuated through the HUD. 

Therefore, a number of cues are displayed on the HUD to aid in the 

delivery of the priority weapon.

CONTINUOUSLY DISPLAYED IMPACT POINT (CDIP) Bombing Mode



If a target has been designated (not required) it is marked by the TD 

symbol. If the designated target is out of the HUD's field of view, a 

Target Steering Indicator is displayed on the Heading Indicator that 

points you toward it. (It works in the same manner as a Sequence Point 

caret).

In the lower right corner the "CDIP" mode indicator is displayed, 

along with the Ground Range to Target (G) and the Time to Target 

(TTGT) or Time to Release (TREL) if a target is designated. Both TTGT 

and TREL are expressed in minutes and seconds; the first value is 

minutes and the second value is seconds. If the designated target is 

behind your F-15E, TTGT is displayed, otherwise, TREL is displayed.

The Range to Target is measured somewhat differently than what you may 

be accustomed to. It is measured in only two dimensions. It is as if 

your F-15E was positioned flat on the ground and you were driving it, 

like a tank, to the target.



The current computed impact point is indicated by the Target Reticle, 

which is positioned at the bottom of the Displayed Impact Line (DIL). 

Think of the DIL as a steering line: it is there to help you line-up 

the target.



CDIP MODE WEAPON DELIVERY

In CDIP Mode, the Target Reticle always marks the point of impact on 

the ground. Use the DIL to orient and stabilize your flight path the 

DIL should be positioned to cut directly through the center of the 

target.

When the Target Reticle encircles the target (TREL should read zero 

with a designated target), press the Pickle Button (spacebar key or 

Joystick button #2). The weapon "in priority" is immediately released.

The fact that CDIP does not require a designated target allows you to 

immediately attack any target of opportunity. Just line up the shot 

and pickle the weapon.



CDIP LASER MODE



CDIP Laser Mode is utilized for the pinpoint delivery of GBU-10 and 

GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 

FLIR. It requires that you designate the target prior to launch.

CDIP Laser Mode is an all-weather delivery method that constantly 

computes the release time of the GBU-lOs or GBU-12s based on the 

position of the designated target. These weapons are not powered, so 

their range is more limited than an AGM-64D Maverick at low altitude.



LASER DELIVERY MODE HUD SYMBOLOGY

Laser Delivery Mode can be actuated through the HUD. Therefore, a 

number of cues are displayed on the HUD to aid in the delivery of the 

priority weapon.

The designated target (required in this case) it is marked by the TD 

Symbol. If the designated target is out of the HUD's field of view, a 

Target Steering Indicator is displayed on the Heading Indicator that 

points you to it.

In the lower right corner the "CDIP" mode indicator is displayed, 

along with the Ground Range to Target in nm (G) and the Time to Target 

(TTGT) or Time to Release (TREL). If the designated target is behind 

your F-15E, TTGT is displayed, otherwise, the TREL is displayed.

The designated target is marked by the TD Symbol. Additionally, the 

Laser Diamond is super imposed over the Gun Cross at the top of the 

HUD. This provides visual information as to the status of the laser.



LASER DELIVERY MODE TARGETING FLIR SYMBOLOGY

The designated target is marked by cross-hairs. When the designated 

target is within firing criteria, "LASE" appears at the top right side 

of the FLIR display along with a flashing "L" in the lower right 

corner.



LASER MODE WEAPON DELIVERY

In Laser Delivery Mode, it is purely a matter of placing the 

designated target somewhere out in front of your F-15E. When the GBU-

10 or GBU12 is in range and the target is in the frontal arc of your 

F-15E, the HUD and Targeting FLIR both provide visible launch 

indicators.

When the target is in constraints, the Laser Diamond on the HUD starts 

to flash. The FLIR displays "LASE" in the upper right corner and a 

flashing "L" appears in the lower right corner. All of these cues 

indicate that the laser designator is currently painting the target; 

the active weapon may now be launched. It is not necessary to wait for 

TREL to reach zero before released the ordnance.



IMPORTANT: Your F-15E must continue to lase the target until the GBU-

10 or GBU-12 impacts. GBU-lOs and GBU12s have a terminal velocity of 

approximately 400 kts. If your airspeed is faster than your bomb's 

airspeed, you could overfly the target before the bomb impacts. If you 

are not able to continually lase the target, the bomb goes ballistic 

and may or may not hit the target.



AUTO BOMBING MODE



AUTO MODE



AUTO Mode is a computed, automatic initiated release mode for the 

delivery of all types of free-fall bombs and laser glide bombs (see 

CDIP Mode for types). It constantly computes the release time of the 

priority weapon based on the position of the designated target.

AUTO Mode indicates a steering cue to line up the target and a cue 

when to pickle the weapon; it then automatically releases the weapon 

at the appropriate time. Bombing targets does not get much simpler 

than this.

AUTO MODE HUD SYMBOLOGY

AUTO Mode is controlled and actuated through the HUD. Therefore, a 

number of cues are displayed on the HUD to aid in the delivery of the 

priority weapon.

The designated target is marked by the TD symbol along with the 

Azimuth Steering Line (ASL) leading up from it. If the designated 

target is out of the HUD's field of view, a Target Steering Indicator 

is displayed on the Heading Indicator that points you to it.

In the lower right corner, along with the "AUTO" mode indicator, are 

displayed the Ground Range to Target (G) and the Time to Target (TTGT) 

or Time to Release (TREL). See CDIP for explanation of these 

indicators.



AUTO MODE TARGETING FLIR SYMBOLOGY 

The designated target is marked by cross-hairs.



AUTO MODE WEAPON DELIVERY

In AUTO Mode, the Target Reticle always encircles the Velocity Vector. 

Use the ASL to orient and stabilize your flight path. The Target 

Reticle should be 'driven" to cut directly through the center of the 

ASL.

At approximately 10 seconds prior to release, the Release Cue appears 

on the ASL above the TD symbol. This is a small horizontal bar that 

marches down toward the TD symbol. At or near the point the Release 

Cue appears, you should press and hold Pickle Button (spacebar key). 

When TREL reaches zero, the priority weapon automatically releases.



Auto LASER MODE



AUTO Laser Mode is utilized for the pinpoint delivery of GBU-lO and 

GBU12 Laser Glide Bombs, and works hand-in-hand with the Targeting 

FLIR.

AUTO Laser Mode is an all-weather delivery method that constantly 

computes the release time of the GBU-lOs or GBU-12s based on the 

position of the designated target. GBU-10s and GBU-12s are not powered 

weapons, so their range is more limited than a AGM-64D Maverick at low 

altitude.



LASER DELIVERY MODE HUD SYMBOLOGY

Laser Delivery Mode can be actuated through the HUD. Therefore, a 

number of cues are displayed on the HUD to aid in the delivery of the 

priority weapon.

The designated target (required in this case) it is marked by the TD 

Symbol. If the designated target is out of the HUD's field of view, a 

steering cue is displayed on the Heading Indicator that points you to 

it.

In the lower right corner the "AUTO" mode indicator is displayed, 

along with the Ground Range to Target in nm (G) and the Time to Target 

(TTGT) or Time to Release (TREL) . If the designated target is behind 

your F-15E, TTGT is displayed, otherwise, TREL is displayed.

The designated target is marked by the TD Symbol. Additionally, the 

Laser Diamond is superimposed over the Gun Cross at the top of the 

HUD. This provides visual information as to the status of the laser.



GUIDED DELIVERY MODE



Guided Delivery Mode is a computed, automatic initiated release mode 

for the delivery of self-guiding weapons including: AGM-65D Maverick, 

GBU15, AGM-84E SLAM, AGM-84A Harpoon, and AGM-88C HARM.

Guided is an all-weather bombing mode that hands off the designated 

target to the built-in, self-guiding logic systems of the priority 

weapon based on the position of the designated target.

Guided Mode indicates a cue when the priority weapon has acquired the 

designated target. Just press the pickle button and move on to bigger 

and better things. These fire-and-forget weapons guide themselves to 

the target.



GUIDED MODE TARGETING FLIR SYMBOLOGY 

The designated target is marked by cross-hairs.



GUIDED MODE HUD SYMBOLOGY

Guided Mode can be controlled and actuated through the HUD. Therefore, 

a couple of cues are displayed on the HUD to aid in the delivery of 

the priority weapon.



GUIDED DELIVERY MODE



The Target Reticle appears in the center of the HUD encircling the 

velocity vector. The designated target is marked by the TD symbol 

along with the Azimuth Steering Line (ASL) leading up from it. If the 

designated target is out of the HUD's field of view, a Target Steering 

Indicator is displayed on the Heading Indicator that points you to it.

In the lower right corner are displayed the Ground Range to Target (G) 

in nm and Time to Target (TTGT). See CDIP for explanation of these 

indicators.



GUIDED MODE WEAPON DELIVERY

In Guided Mode, success is purely a matter of bringing the active 

weapon into constraints. These weapons have a narrower field of view 

than your HUD; use that as an indicator. When the active weapon is in 

constraints, the HUD and Targeting FLIR both provide visible 

indicators.



When the target is in constraints, "GUIDED" is displayed in the lower 

right corner of the HUD and the Target Reticle snaps to encircle the 

TD symbol. The Targeting FLIR displays "IN RNG" (in range) along the 

right side of the display. Both of these cues indicate that the active 

weapon may now be launched.

There are two special case guided weapons: AGM-84A Harpoon and AGM-88C 

HARM.

The Harpoon is an anti-ship missile and therefore only guides on ship-

type targets. Care should be taken to only launch a Harpoon against 

naval targets, i.e. ships. The AGM-88C HARM anti-radiation missile 

homes in on radar energy generated from a radar source. The HARM 

should only be designated against an enemy radar source. This can be 

accomplished from either the RBM/HRM or Targeting FLIR.



GUIDED DELIVERY LOCK-AFTER-LAUNCH

The GBU-15 and AGM-84E SLAM weapon systems have the added capability 

of locking onto a different target after launch. Since the image 

presented through the Targeting FLIR for GBU-15 and AGM-84E SLAM is 

the weapon's point of view as opposed to the F-15E's point of view, 

any target in the FLIR's field of view can be designated.

The normal procedure for designating targets through the Targeting 

FLIR is utilized. This can be changed any number of times prior to the 

weapon impacting the ground. This is an especially useful function 

with the AGM-84E SLAM due to its long range. This stand-off capability 

can be used to fly the missile into the general area of the target, 

and then to redesignate the actual or key target.



BREAK X



Releasing ordnance requires that your aircraft remain within certain 

flight parameters. For example, you would not want to release bombs 

while flying inverted or in a steep bank. If at any time you attempt 

to drop bombs from a prohibited flight attitude, you receive a Break X 

symbol.

When launching air-to-air missiles, a Break X symbol means that the 

target is too close. When releasing air-to-ground ordinance, the Break 

X means that your aircraft is in a flight attitude that prevents bombs 

from coming off their weapons stations cleanly. You will have to 

assume a different profile in order to release your ordnance.

AIRCRAFT DAMAGE



Until now all that has been discussed is what you are able to do to 

the enemy. This section deals with what the enemy can do to you.

On every mission you face a threefold threat: enemy aircraft, Surface-

to-Air Missiles (SAMs) and ground fire. Luckily, you have counter 

measures available to defeat each of these threats. Even so, there are 

times when the enemy may catch you by surprise and score a hit.

There are sixteen different areas that can potentially be damaged 

during the course of mission. Some of these areas, such as hits to the 

Nav/ ILS system, are not as critical as others. Hits which damage your 

Hydraulic system or engines should be viewed more seriously.

Damage to your aircraft is assessed according to the Difficulty Level 

you initially chose. It is also dependent on what type of weapon you 

are hit with. For example, radar-guided missiles with their 

exceptionally large warheads do considerably more damage than heat-

seekers. Ground fire is the least effective of all in terms of doing 

damage, but remember the "golden BB" theory. It only takes that one-

in-a-million hit in the right place to end your mission.

A missile hit is quite capable of causing damage to multiple areas. At 

the higher Difficulty Level settings, a single hit could conceivably 

knock out enough systems to render your aircraft unable to continue 

the mission.



DAMAGE ASSESSMENT

If your aircraft is damaged, it may not be immediately apparent what 

is wrong. The aircraft may just feel sluggish and unresponsive. To 

ascertain the exact nature of the damage, call up the Caution display 

for a text readout of the damaged areas. Note that if the displays 

themselves are damaged, this may not be possible.

The Cautions Display can be displayed on any MPD/MPCD from any Master 

Mode. It lists all damaged systems. In the event one or more systems 

receives damage, the Master Caution (front and rear cockpits) panel 

light illuminates and remains illuminated. The Cautions Display then 

lists the affected system(s).



REAR COCKPIT - CAUTION LIGHT



If the MPD/MPCDs are damaged there is a secondary means of determining 

damage. The WSO has a visual checklist of damaged areas in the form of 

two rows of Caution Lights overtop his MPD/MPCDs. When these lights 

are illuminated, it indicates damage to that particular system.

With all MPD/MPCDs knocked out, the WSO's status panel is still a last 

ditch source of information on systems damaged. The Caution lights is 

follow the order of the damaged systems as outlined in the following 

schematic:

For example, the lower light in the fourth row from the left means 

that the AN/APG-70 Radar system has been damaged.

The areas (systems) which are susceptible to being damaged are listed 

below along with the effect(s) the loss of each has on your aircraft.

LEFT ENGINE

The engine shuts down and is no longer operational. Its portion of the 

total power contribution is no longer available. The Engine Management 

Display should reflect this loss.



RIGHT ENGINE

The engine shuts down and is no longer operational. Its portion of the 

total power contribution is no longer available. The Engine Management 

Display should reflect this loss.



HYDRAULIC SYSTEM

The F-15E's hydraulic system has been damaged. The control and

response of the aircraft's fight surfaces is affected. In Standard 

Mode, the

aircraft tends to climb or dive and/or slip to the left or right. 

Constant

attention to flight control becomes a necessity. In Authentic Mode, 

landing

gear which requires hydraulic pressure will not raise again once it is

lowered. In addition, both wheel and speed brakes are rendered 

inoperative.



AFTERBURNER

The afterburner is no longer functional. If engaged at the time of the 

loss, it automatically shuts down.



FUEL SYSTEM

Essentially! the F-15E s fuel consumption has now increased to twice 

the

normal rate. The Fuel Gauge continues to reflect the current available 

fuel.



M61A1 GUN SYSTEM

The on-board 20mm cannon is no longer operational. The HUD displays

"XXX" in the ammo remaining position when the gun is selected after 

this loss.



ORDNANCE SYSTEM

All remaining A-A and A-G ordnance is no longer operational. The two 

armament screens reflect this loss. "DAMAGED" displays across the 

center of each display.



AN/APG-70 RADAR SYSTEM

Both the A-A and A-G radar systems are no longer operational. The two 

basic radar screens reflect this loss. "DAMAGED" displays across the 

center of each display.

1 02



HUD

The HUD is no longer operational. It, along with the HUD Repeater, 

appears blank after this loss. If the HUD Repeater is displayed at the 

point the loss is taken, the MPD/MPCD blanks out. If part of a Master 

Mode default, system designated or player selected, the MPD/MPCD 

appears blank when that mode is selected. The blank MPD/MPCD can be 

reset to any other available display.



MPD/MPCDS PILOTS COCKPIT

The three MPD/MPCDs in the pilot's cockpit are no longer operational. 

All three displays appear blank after this loss.



MPD/MPCDS WSO'S COCKPIT

The four MPD/MPCDs in the WSO's cockpit are no longer operational. All 

four displays appear blank after this loss.



ILS/NAV SYSTEMS

The ILS subsystem, Autopilot subsystem, and the TSD, ADI, and HSI 

displays are no longer operational after this loss . The displays are 

dropped from the available list of displays. If displayed at the point 

the loss is taken, the MPD/MPCD blanks out. If part of a Master Mode 

default, system designated or player selected, the MPD/MPCD appears 

blank when that mode is selected. The blank MPD/MPCD can be reset to 

any other available display.



LANTIRN NAVIGATION POD

In the event of this loss, the TF system, and the NAV FLIR are no 

longer operational. The NAV FLIR immediately disappears from the HUD 

and HUD Repeater display after this loss. The HUD Repeater display is 

still operational without the NAV FLIR background.



LANTIRN TARGETING POD

In the event of this loss, the Targeting FLIR is no longer operational 

along with the laser subsystem and laser-dependent weapons, i.e. GBU-

10 and GBU-12. AGM-65D Maverick, GBU-15, and SLAM can still be 

employed, but their FLIR data link is inoperable. If displayed at the 

point the loss is taken, the MPD/MPCD blanks out. If part of a Master 

Mode default, system

designated or player selected, the MPD/MPCD appears blank when that 

mode is selected. The blank MPD/MPCD can be reset to any other 

available display.



ECM SYSTEM

The TEWS and Jammer subsystem are no longer operational. Chaff and 

Flares remain fully operational. If the TEWS is displayed at the point 

the loss is taken, the MPD/MPCD blanks out. If part of a Master Mode 

default, system designated or player selected, the MPD/MPCD appears 

blank when that mode is selected. The blank MPD/MPCD can be reset to 

any other available display. The SAM & Al cockpit warning lights 

remain operational.



COCKPIT PRESSURIZATION SYSTEM

In the event of this loss. the player may no longer fly above 18,000 

feet

without suffering a blackout. If above 18,000 feet at the time of the 

loss, the

player will slowly blackout. If the pilot does blackout, all normal 

action continues.



AUTHENTIC MODE CHECK RIDE



Okay, you've presumably mastered the aircraft with features set to 

Standard Mode. Chances are you've shot down a fair amount of enemy 

interceptors and dropped bombs on your share of targets. Now it's time 

to really challenge yourself by setting your options to Authentic 

Mode. Are you ready?



YOUR FIRST MISSION

This Check Ride assumes that all Reality options have been set to 

Authentic Mode. It is designed to help you utilize these Authentic 

Mode features to the fullest. Again, to get the most from this Check 

Ride, have the Key Reference Card handy.



GENERATING THE CHECK RIDE MISSION

Before flying an Authentic Mode Check Ride, you first have to generate 

a mission. The theater and type of mission are unimportant! so choose 

the theater that most intrigues you.

Since mission assignments are handed out in the Briefing Room you must 

first go to the Home screen hangar area. Set-up a mission according



1 03 to the instructions contained in the Home Screen section of this 

manual. For purposes of this Check Ride, be sure to set all the 

simulation parameters to Authentic and ON.

After receiving your mission, exit the Briefing room into the Arming 

Screen. Select AIM-120 AMRAAMs and AIM-9M Sidewinder missiles. Because 

these missiles are essentially "fire and forget," they are easiest to 

use for your first time out. Since weapon effectiveness is now taken 

into account, equip your aircraft with the air-to-ground ordnance best 

suited to destroying the targets you have been assigned.

This Check Ride gives an overview of the more essential aspects of 

Authentic Mode features only. It is intended to get you up and flying. 

Learning the more difficult methods of bombing and different types of 

ordnance is covered in their respective sections.



BEGINNING A MISSION



You begin a mission either on the ground at a friendly air base or 

already in flight, fully fueled from a KC-10 Refueling tanker. If 

airborne, your aircraft is in level flight and ready to begin the 

mission.

If at an airbase, your aircraft begins already on the runway ready to 

takeoff. It isn't as simple as it sounds. The Authentic Mode flight 

model makes even taking off a challenge.

Take a deep breath and prepare yourself. When ready, fire up your 

engines by tapping Max Accelerate (shift= key). In Authentic Mode, you 

need every bit of thrust possible to get off the runway, especially if 

loaded with ordnance. You must use the Afterburner to takeoff. Press 

Afterburner(a Key) immediately after firing up your engines or you may 

not get off the ground before running out of airstrip.

Notice that the engine noise increases as you accelerate and begin to 

roll forward down the runway. Keep an eye on the airspeed indicator 

located on the HUD. The small rectangle on the left shows your 

airspeed as it increases. The rectangle of the right is your altimeter 

and remains at zero feet until you lift off the runway. You begin the 

simulation properly aligned on the runway centerline so there is no 

need to worry about rolling off the edges.

Don't be in a hurry to get airborne. Stretch out the takeoff roll as 

long as possible in order to build up excess speed. Under no 

circumstances

should you try and lift off the runway at less than 190 knots. Even 

though it is possible to do so, the margin for error is very close. 

Why risk becoming a runway fatality?

When you have reached sufficient airspeed for takeoff, gently pull 

back on your Controller Let the nose wheel lift off the runway. At 

this point you have probably used over two thirds of the runway. Let 

the airspeed continue to build and lift off the runway in the 

remaining third.

Gently pull back once again on the Controller. Align the Velocity 

Vector with the 10 degree line of the pitch ladder while climbing out. 

Your airspeed gradually builds while giving you a steady rate of climb 

without risking a "stall condition."

Now that you are airborne, there's no turning back. Notice the numbers 

inside your altitude rectangle increasing. Your airspeed is very low 

after lifting off, so don t perform any wild maneuvering or you risk 

"stalling" the aircraft. Maintain a 10 degree pitch attitude while you 

gain additional altitude and airspeed.



CLIMBING OUT

Once you are safely off the runway, raise your landing gear by tapping 

the Landing Gear(g key). The Landing Gear [G] cockpit light is now 

turned off. This lessens the effects of drag on your aircraft and 

results in a noticeable increase in airspeed.

In the lower left hand corner of the HUD, your current Mach number and 

g-force being produced by your maneuvers are displayed. You receive 

this information when your landing gear is raised.

In Difficulty Level 1, your Weapon Systems Officer automatically 

raises the gear for you after reaching an altitude of 100 feet.

Although you may climb to any altitude you desire before leveling off, 

for purposes of this Check Ride, climb to an even 4,000 feet. This 

gives you plenty of time to experience the aircraft in a climb 

profile. You have time during the climb out to enjoy some of the 

external views. The Side View (F6 Key) in particular, gives you a 

great view of your pitch attitude.



LEVEL FLIGHT

After climbing out to 4,000 feet, the next step is to assume a level 

flight profile. From your 10 degree angle of attack, gently push your 

Controller



1 04 forward. The nose of your aircraft drops accordingly. Add back 

pressure on the "stick" to stop the nose from dropping when the 

Velocity Vector is aligned with the solid horizon line.

Make fine-tuning adjustments until your altitude indicator is neither 

gaining nor losing altitude. You have reached level flight. Again, use 

one or more external view keys to get a picture of what the aircraft 

looks like in level flight.

Now that you have assumed level flight. you can safely shut off the 

afterburner by pressing Decelerate (- Key) once. Press Accelerate (= 

Key) to return to 100% (Full Military Power). You can check the RPM% 

on the Engine Management Display.



TURNING THE AIRCRAFT (BANKING)

Turning your aircraft is known as "Banking." Move the Controller 

either left or right gradually and watch as the aircraft begins to 

turn in that direction. Notice that the pitch ladder inclines toward 

the opposite direction as you turn. A closer inspection of the pitch 

ladder reveals that this is because the solid pitch horizon line has 

remained aligned with the horizon.

Release pressure on the Controller when the bank angle of the horizon 

is about 45ø. To turn faster, pull back on the stick somewhat, but 

watch your speed (on the left of the HUD) and altitude (on the right).  

A tight turn with back-pressure on the Controller turns you much more 

quickly, but can slow your aircraft. The sharper the turn. the more g-

forces are exerted by your aircraft.

The g-force indicator is located in the lower left corner of the HUD. 

It gives you the current amount of g's experienced by you and the 

aircraft. In Standard Mode you could ignore the adverse effects of g-

force, not anymore. Too many g's in Authentic Mode will put you to 

sleep. In combat, If you snooze, you lose.

Note that the longer you allow conditions causing the "redout" or 

"blackout" to continue, the longer you take to recover. In addition, 

the more you push the envelope, the sooner you will be affected.



FLYING ON COURSE

Now it's time to get onto the right course. Look at the horizontal 

scale across the top of your HUD. This is known as the Heading 

Indicator The number directly in the center of the scale corresponds 

to your current heading in degrees.

Underneath the Heading Indicator is an inverted -V symbol. This symbol 

is known as a caret and indicates the bearing of the active Sequence 

Point from your aircraft. By turning the aircraft, you can align the 

Sequence Point caret with the center of the heading indicator. When 

the symbol is centered, it indicates that you are on course toward 

your first Sequence Point.

Now that you are on course, put the aircraft in automatic pilot by 

pressing Automatic Pilot (p Key). I n Standard Mode the automatic 

pilot puts you on a direct heading toward the active Sequence Point. 

In Authentic Mode, the automatic pilot levels your aircraft at its 

current altitude. Instead of directing you toward a Sequence Point, it 

simply maintains your current heading. In other words, automatic pilot 

keeps you flying straight and level without regard for Sequence 

Points.



SIMULATION VIEWS

Take this time to find the various view commands on the Key Reference 

Card. You can observe the scenery and your aircraft by using the 

Simulation Views (F1-F10 Keys) available to you.

There are fields of vision out the front, rear, and sides of the 

aircraft plus a number of external views. You can even switch to the 

back seat and manipulate the views from that perspective.

One particularly important view is the Padlock View(F8 Key). This view 

allows you to visually search for targets without resorting to radar. 

Repeatedly pressing this key cycles through all eligible enemy targets 

in the area.



ENJOYING THE FLIGHT

In Standard Mode, once your aircraft was on course you could relax. In 

Authentic Mode, there is just too much pre-strike preparation that 

needs to take place before you can do much sightseeing. After all, 

this is no joyride. As a pilot, you will undoubtedly develop your own 

checklist of tasks to perform and when to perform them. But for now, 

these are some of our suggestions.



ECM JAMMER ACTIVATION

One of the first things to do is activate the Jamming System by 

pressing Activate Jammer (j Key). The Jammer only functions when a 

radar



1 guided missile has been fired at your aircraft. Note that there is a 

difference between being "activated" and actual functioning. The words 

"Jammer Activated" appear across the bottom of your TEWS display when 

it is functioning. While in the normal active mode, it does not affect 

your EMIS status.



SET CRUISING SPEED

It is not fuel efficient to tool around the countryside with your 

engines maxed out at 100% power. Press Decelerate (- Key) once or 

twice to reduce you r power setting to 80-90% (Cruising Speed). It 

saves fuel and gives you more time to improve your Situational 

Awareness. Press Look Down/LookUp (/ Key) to check your power setting 

on the Engine Management Display.



SET YOUR MASTER MODE

Another important task is to place your aircraft to the proper Master 

Mode. This depends on what type of threat or activity you are 

anticipating first. If the presence of enemy aircraft is likely, you 

want the Master Mode set to Air-to-Air. If, however, you are going to 

be attacking ground targets first, you obviously want the Master Mode 

set to Air-to-Ground.

The MPD/MPCD screens are initially defaulted to a set-up which should 

optimize the flow of information you need to complete the mission Feel 

free to change them at your leisure.



CONTACT THE AWACS

An AWACS aircraft is on standby to assist you during your mission. To 

receive the latest information on enemy interceptors along your route, 

press Picture (shft p Key). The AWACS responds with various reports of 

friendly and enemy aircraft in your vicinity. Because the AWACS is 

handling a number of aircraft in addition to yours, do not make 

repeated calls too quickly. This ties up the AWACS operators.



MAKE A QUICK SWEEP OF THE AREA

In any case, as you approach enemy territory it's a good idea to make 

a quick radar sweep of your own. Press Radar Activate (r Key). Keep 

the radar emitting for approximately 10-15 seconds, enough time to 

cover all 6 bars and azimuths. You also want to perform a 360 degree 

turn to clear your "six" of possible bandits.

Get a good look at the situation all the way out to the radar's 

maximum range (80 nm). Once you are satisfied nothing is out there, 

put the radar back into SNIFF mode. Fly another 40 nm (half the radar 

distance) and activate the radar once again. Repeat this action until 

it is clear that the enemy has spotted you.

Note that the EMIS light directly over MPD #1 illuminates while the 

radar is functioning. This indicates that your aircraft is emitting 

detectable energy in the form of radar waves. Although the F-15 is not 

intended to be a stealth aircraft there are techniques which make your 

aircraft difficult to detect. The main thing is to keep the use of 

radar down to a minimum.



CHECK THE TEWS

Continually check the TEWS display to see if enemy aircraft or ground 

installations are looking for you. Using the TEWS keeps you from 

having to use the radar frequently. Of course, once enemy icons begin 

appearing (especially diamond shaped aircraft icons), activate the 

radar immediately. There's no sense keeping it off, once they've found 

you.



ASSUMING A PROPER ALTITUDE

Your initial climb-out took you up to 4,000 feet. Now, it's time to 

start thinking about what is going to be the best altitude for 

penetrating enemy airspace. In Authentic Mode, it takes too long to 

gain altitude so you want to already be at your mission altitude 

before you get to the target.

The best way to avoid detection is to fly as low as you dare. Over 

water, flying low is a snap so try to maximize the use of large bodies 

of water. Over land, however, it's a bit more difficult. At low 

altitudes the range of your RBM radar is severely limited and 

designating targets becomes problematic. Deciding on the proper 

mission altitude is a trade-off between detection and accomplishing 

the task at hand. You have to make the call, that's why you're getting 

the big bucks.



DETECTION

Sooner or later you are bound to be detected. When that happens, 

consider if it would be more advantageous to be at a high altitude to 

maneuver against enemy interceptors or lower to evade possible SAMs. 

Once again, as pilot in command. It's your call.



1 06



USING THE TEWS

Again, the best defense against being surprised is your TEWS. The TEWS 

detects enemy radar emissions at a greater distance than your radar 

and gives you plenty of time to take appropriate counter-measures.

Your first indication that the enemy is out there should be the audio 

warning and Quadrant lights of the TEWS coming on. Now you know that 

they are looking for you. The Quadrant lights give you a rough idea of 

where the SAM radars and GCIs are located. Avoid them if possible. If 

it is not possible to steer clear of them, try and get as close to the 

deck as possible.

Despite your best efforts, enemy radars are likely to eventually begin 

tracking you. Enemy radars that are tracking your aircraft appear as 

icons on the TEWS display. Your TEWS Jammer then activates to suppress 

these radars before they can be used to launch a SAM.



DEALING WITH ENEMY AIRCRAFT

Enemy aircraft do not appear on the TEWS display until after they have 

"locked" onto you. Once this happens, the [Al] warning light (Airborne 

Interceptor) appears over MPD #2. Therefore, if you see a diamond 

shaped icon on the TEWS, you have a problem which needs immediate 

attention.



MISSILE SELECTION AND THE

TRIPLE LAYERED DEFENSE

Your F-15 is equipped with two different types of missiles: radar-

guided and heat-seeking missiles. Radar-guided missiles come in two 

types: medium-range AIM-120A AMRAAMs and AIM-7M Sparrows. Only one 

type of heat-seeking missile, the AIM-9M Sidewinder, is carried aboard 

the E-model Eagle. You are able to select which of these missiles are 

in priority by pressing either Short Range Missile (2 Key) or Medium 

Range

Missile (3 Key).

It is a good idea to place your medium-range missiles "in priority." 

(Placing a weapon "in priority" means selecting that weapon to be 

fired) Press Medium Range Missile (3 Key). With your radar-guided 

missiles at the ready you now have created a triple layered defense 

which is difficult for an enemy aircraft to penetrate.

Your first line of defense are your medium range "fire and forget" 

AIM120 missiles. Usually you can engage aircraft with AIM-120 AMRAAM 

missiles from medium range and shoot them down before they are able to 

return your fire. Because your AMRAAMs are "fire and forget", you can 

launch a salvo of missiles and direct each of them at a different 

target. By staying at arm's length, you are in no danger of being hit 

by the enemy's shorter ranged missiles.

The problem is that you will run out of missiles long before the enemy 

runs out of aircraft. Once you have fired your medium ranged AIM-120s, 

the enemy now has an opportunity to close and engage you. With your 

AMRAAMs gone, your next line of defense is the shorter-ranged 

heatseeking Sidewinder missile.

Once your last air-to-air missile is expended, the third and final 

line of defense is the 20mm Vulcan gun. In modern air combat, a gun is 

a weapon of last resort, so never fly with your guns in priority if 

you have missiles remaining.



AIR COMBAT (FLYING DEFENSIVELY)

In the previous section on air combat you learned in detail how to use 

your radar and missiles to destroy opposing interceptors. In this 

section the emphasis is on defensive tactics that help keep you from 

becoming just another statistic.

In Standard Mode, the TEWS gives you a more than adequate view of the 

tactical situation surrounding your aircraft. This view extends out 80 

nm in all directions which by coincidence is also the maximum of your 

radar. Therefore, keep your use radar down to a minimum. By using your 

radar sparingly, you cut down on the amount of detectable energy 

emanating from the aircraft (EMIS).

Use the excellent intelligence provided by the TEWS to avoid heavy 

concentrations of SAM batteries and radars. The TEWS also gives you 

visual clues as to which direction enemy aircraft are facing. By 

staying low with the radar in SNIFF mode, you should be able to sneak 

up on enemy aircraft before they can detect you.

In the event an enemy aircraft is able to close on you and launch a 

missile, you still have a number of options available to you. Try to 

turn



1 07 inside the missile and shake it off your tail. If maneuvers fail, 

begin dropping Chaff (c Key) and Flares (f Key). These counter-

measures (ECM) serve to decoy missiles away from your aircraft.

You cannot win an air combat by flying defensively, you can only 

achieve a tie. You must at some point in the fight be able to turn the 

tables on your attacker. Switch to Short-range missile (2 Key) or even 

Guns (1 Key) once the combat gets up close and personal. Keep your 

opponent in sight using Padlock View (F8 Key) and seek to take 

advantage of his mistakes. Two quick pointers: 1 ) never fly straight 

and level for more 10 seconds at a time and, 2) alternate your speed 

by applying afterburner and speed brakes.

Surface-to-Air missiles require an entirely different approach to 

defensive flying. Again, the best way to beat a SAM is to avoid its 

radar controller or GCI. SAMs are totally dependent upon radar 

guidance so if you can avoid being detected the SAMs will remain on 

their launchers.

If you are detected, fly low and fast. You might not outrun a SAM but 

you may be able to use the natural terrain as a shield. The mountains 

and valleys of central Korea are perfect for this. The flat desert 

terrain in Iraq presents more of a challenge.

Use your internal Jammer. The Jammer works to interfere with a radar's 

ability to track and lock-on your aircraft. Since SAMs need guidance 

from ground radar, your Jammer suppresses the enemy's ability to 

launch missiles.

The TEWS gives you the ability to spot incoming missiles. Use the TEWS 

in conjunction with the maneuvers described in Chapter 3 to out wit 

any missiles that manage to get launched in spite of your jamming. Not 

all missiles are alike, however. Pay attention to the type of missile 

coming your way. SA-2 "Guideline" missiles are easily outmaneuvered 

whereas SA-5s are a different story.



ATTACKING GROUND TARGETS



Having eliminated any interceptors looking to stop you, the way has 

now been cleared to perform your assigned mission; ground attack. Air-

to-Ground combat is best conducted from the back seat of the aircraft. 

You have four MPD/MPCDs at your disposal and in view at all times.

,Switch your view to the WSO's perspective in the back seat using the 

Front/Back Seat (' Key). Set the MPD/MPCDs to the proper display 

views. Your displays should be set to accommodate the target 

acquisition and delivery method best suited for the ordnance you're 

carrying.  Note that the MPD/MPCD default set-up for Air-to-Ground 

Mode is able to handle all delivery methods.

There are several different ways to designate targets; RBM/HRM, 

Targeting FLIR, HUD Target designator and HUD Pipper designator. Some 

ordnance requires that a certain type designator be used. For the most 

part, however, the method of target designation is up to you.

If using the RBM and HRM to designate targets remember to utilize an 

indirect approach to the target. The RBM blind zones prevent you from 

heading directly at a target when trying to generate HRMs. 

Additionally, because of the mechanics of RBM squint angles, you are 

able to generate HRMs faster if looking at the target from the side.

To get around the limitations of your RBM/HRM designation system, try 

the following Ingress technique. Approach your target head-on at full 

afterburner until you reach a distance of about 40 nautical miles. At 

40 nm, call a break turn and fly with the target at an angle of about 

30 degrees.

Slow down now and use the RBM to begin generating HRMs. At a range of 

20 nm, scale your HRMs down to 1.3 nm. When you are satisfied with the 

clarity of your HRMs, turn into the target again. Go to full 

afterburner and assume a direct approach toward the ASL appearing on 

the HUD. Depending on the delivery method and ordnance carried, 

maintain this direct approach until release.

Previous sections explain in detail how to designate targets, that 

information will not be repeated here. Suffice to say that once a 

target has been designated, there are three primary delivery methods; 

Guided, AUTO Mode, and CDIP Mode. Laser-designated delivery is 

actually a sub-set of AUTO and CDIP. Each of these methods best serves 

a particular family of ordnance as follows;

Guided Delivery Mode: Guided delivery is used in conjunction with 

self-guiding weapons such as the AGM-65 Maverick, Harpoon, SLAM, and 

GBU-15. Once a target is designated and brought within the weapon's 

constraints, all that is required is to fire the weapon. The weapon 

guides itself to the target without further help from you.



Since these weapons are "fire and forget," launch them and move out 

smartly. Don't hang around to watch. It's not necessary and it exposes 

your aircraft to enemy fire for no reason. If you just want to see the 

explosion, switch to a rear view and watch while you're on your way 

home.

AUTO Mode: AUTO delivery mode is best used when carrying freefall 

bombs such as MK. 82s, Mk. 84s, Durandals, etc. These unpowered, 

unguided munitions are referred to as "dumb" bombs. Aptly named, these 

weapons simply fall off your aircraft when released and hit the ground 

according to the laws of gravity.

AUTO mode facilitates dropping "dumb" bombs by displaying a Azimuth 

Steering Line (ASL) extending from the designated target. Line up your 

aircraft's heading with the ASL. A horizontal release cue bar 

gradually drops down the ASL toward the target reticle. When the Time 

to Release (TREL) reads under 10 seconds hold down the 

PickleButton(spacebar). The ordnance is automatically released at the 

proper moment.

The drawback to AUTO mode is that once your aircraft is lined up with 

the ASL, you're required to maintain that heading until the bombs are 

released. Flying straight and level over a heavily defended target 

could prove hazardous.

CDIP Mode: This delivery mode is used with the same ordnance as is 

used with AUTO Mode. It is a manual delivery system that leaves 

decisions up to the Pilot's discretion. All that is required is that 

the intended target by located within the target reticle when the 

ordnance is released.

Pop-Up Bombing is uniquely suited to CDIP mode. Begin your approach at 

a low altitude. At 6 nm begin a sharp inverted climb keeping a eye on 

the target using your Padlock view. Convert the climb into a shallow 

dive when nearing the target. Line of the target reticle, release your 

ordnance and exit the area quickly.

CDIP has both good and bad features. On the positive side, you are not 

required to designate targets before attacking them. CDIP allows you

to drop bombs on targets of opportunity as you spot them . It is a 

completely passive delivery method which is undetectable. On the 

negative side, it is the least accurate of all delivery methods. 

Because it does not use guidance systems, accuracy depends entirely on 

the Pilot. It requires practice to get good at using this method.

Laser Delivery Mode: Laser delivery is used in conjunction with GBU-10 

and GBU-12 bombs. It is particularly useful at night when other 

optical systems are less effective. The Laser designator is generated 

by the Targeting FLIR which gives you launch cues when the target is 

within range.

Because the GBUs are not powered, the range of this delivery method is 

limited to the glide distance of the bombs. Laser delivery also 

requires that you continue to designate the target right up until 

impact. This is somewhat more risky than Guided mode. You are required 

to fly right into the teeth of enemy fire and stay there until the 

bombs hit.



RETURNING HOME AFTER THE MISSION



After one or both targets are attacked, it's time to come home. 

Chances are that your mission has attracted a good deal of attention. 

Don't fall victim to the Get Home Syndrome. That is, concentrating on 

getting home in a hurry while neglecting to keep tabs on the enemy. 

Failing to notice enemy interceptors lining up on your tail may keep 

you from getting home at all.

Take a minute to judge the total situation. Don't waste time mixing it 

up with every enemy fighter you happen to see. Pick out only the enemy 

aircraft that have a possibility of catching you. Concentrate on 

destroying them with your remaining air-to-air ordnance while 

maintaining a general heading toward home.

Another important consideration is your fuel status. Be sure to check 

the amount of fuel you have remaining on the EMD. The straight shot 

home might not always be the safest. If fuel allows, deviate your 

course to avoid heavy concentrations of enemy ground forces.

To return home, simply toggle the Next Sequence Point + (s Key) until 

you see "home airbase" or "tanker track" appear above your HUD. Note 

that the Sequence Point caret has changed to a new position underneath 

your heading indicator. This shows you the straight line heading you 

need to fly in order to return to your base.

You may now engage the Automatic Pilot by pressing Automatic Pilot (p 

Key). The [A] Cockpit light illuminates to indicate that the Automatic 

Pilot is engaged. The automatic pilot will keep the aircraft on a 

steady heading, requiring only minor course adjustments until you 

reach your destination.



1 09



LANDING



Except for Difficulty Level 1 flight. the automatic pilot is unable to 

land the aircraft for you in Authentic Mode. You are on your own. The 

key is to begin early. Once the airbase is in sight, it is probably 

too late to start thinking about landing. You never have enough hands 

to perform all the last minute tasks needed to land an aircraft, so 

start preparing while you are still many miles away.

All ground runways are oriented North-South (360 degrees-180 degrees). 

Because airbase traffic patterns are one-way (just like traffic on the 

ground) your approach should always be from the south. In other words, 

takeoff and landings should always be performed south to north on a 

heading of 360 degrees.

Although you may land the aircraft "against traffic," courteous pilots 

will take the time to do it right. Always watch out for other aircraft 

in the traffic pattern. You may not hit them, but you'll sure scare 

the heck out of the other pilots.

Landing an aircraft is simply being able to manipulate airspeed and 

altitude in order to reach zero/zero; ending up on the runway at 0 

knots and 0 altitude. When performing manual landings, you will have 

to judge these things for yourself.

Step one is to line up properly with the runway while you are still at 

least 15 nautical miles away. Begin your approach around 1,000 feet; 

this gives you some usable altitude in case of an emergency while on 

"final."

Maintain a straight and level approach to the runway while slowly 

reducing your engine power setting to 50%. Keep an eye on your 

altitude while your airspeed bleeds off. You want to begin a gradual 

descent. At

no time do you want to dive at the runway. The nose of the aircraft 

should always remain slightly pitched up. This nose-high attitude the 

aircraft assumes when landing is called a "flare."

Remember, the idea is to glide in and not fly into the runway. You 

should be continually losing altitude throughout your approach without 

having to dip the nose of the aircraft. If you find yourself losing 

altitude too rapidly, increase your power by 10%. If you are 

descending too slowly, you are probably traveling too fast. Extend 

your Brake (b Key) or decrease your power setting. The closer you come 

to the runway, the slower you want to be moving.

As you cross over the threshold (the painted area at the end of the 

runway), aim for an altitude of less than 200 feet and an airspeed of 

145165 knots . If your aircraft begins to stall, bump up your airspeed 

so that you are flying just above a stall. "Flare" the aircraft (pitch 

the nose up) so that the first thing to touch the ground are the rear 

wheels.



1 1 0



Try to touch down in the first half of the runway so that you'll have 

room for a roll-out. When your wheels touch the runway, cut your 

throttle and make sure your Brake is engaged. Check for the [B] 

Instrument light in the Cockpit and press Brake (b Key) if it is not 

engaged. Once you have come to a full stop, the Control Tower calls to 

indicate you have made a safe landing. Remember the old saying; Any 

landing you can walk away from is a good landing.

INSTRUMENT IANDING SYSTEM (ILS)



The F-15E is equipped with an Instrument Landing System (ILS) that is 

tied directly into the Navigation mode HUD. This system is designed to 

assist you in lining up with a runway and determining the proper glide 

slope for landing.

Each friendly airbase is equipped with an ILS beacon which projects an 

electronic beam away from the runway. The beam is exactly aligned with 

the runway's heading so that an aircraft riding the beam is properly 

lined up to land. The beam is elevated off the ground so that it also 

assists in setting a glide slope.



USING THE ILS

The ILS is only activated under certain circumstances. First, the 

radar must in NAV Master Mode. Your landing gear must be extended and 

your aircraft must be within 20 nautical miles from a friendly 

airbase. The primary means of viewing the ILS is through the pilot's 

HUD. However, the ILS may also be used in conjunction with the ADI and 

HSI displays if necessary.

The ILS consists of a Bank Steering Bar and Glide Slope Indicator. 

These two bars (vertical and horizontal lines) move left and right, up 

and down according to your current position on approach. When you are 

properly lined up on the glide path, these two bars meet to form 

cross-hairs centered on your HUD.



BANK STEERING BAR (VERTICAL BAR)

The Bank Steering Bar is a visual cue that indicates your aircraft's 

position in relation to the runway. If the bar is located left of 

center in the HUD, your aircraft's course is right of the runway. If 

the bar is located right of center in the HUD, your aircraft's course 

is left of the runway.

To get on course, alter your aircraft's heading in the direction of 

the bar. As you turn, the bar begins to center itself on the HUD. Make 

minor course corrections to keep the vertical bar centered. As long as 

the bar is centered, you are on the proper course for landing.



GLIDE SLOPE INDICATOR (HORIZONTAL BAR)

The Glide Slope Indicator is a visual cue that indicates your 

aircraft's proper altitude in relation to its distance from the 

runway. Naturally, the closer you get to the runway, the lower your 

aircraft should be. The altitude and distance relationship sets up a 

safe glide angle.

If the horizontal bar is above center on the HUD, your aircraft is too 

low. Conversely, if the bar is below center, your aircraft is too 

high. In order to stay on the glide slope, you must gain or lose 

altitude accordingly. Having reached the proper altitude, keep the bar 

centered to remain within the glide slope.

A good rule of thumb is the nearer you are to the runway, the lower 

the glide slope. If you find yourself too low in the glide slope, you 

have the option of maintaining your current altitude. As you get 

nearer the runway, the glide slope indicator begins dropping until you 

are once again properly aligned.

Note that you should perform ILS assisted landings in conjunction with 

the symbology displayed on the HSI. Rather than repeat that 

information here, refer back to the MPD/MPCD section HSI listing for 

details.



CONGRATULATIONS! YOU'VE SUCCESSFULLY COMPLETED

YOUR AUTHENTIC MODE CHECK( RIDE. NO DOUBT YOUR

"WIZZO" IS ALSO GLAD YOU MADE IT BACK.



                             END OF PART 2