EF2000 Intelligence Report

By: Author Unknown
Date: 2000-03-30

 EF2000 Intelligence Report Part I

This document contains additional specifications and procedures not covered in the original EF2000 documentation. This information is derived from personal experience and occasional contributions from the internet conmmunity. In alphabetical order, the Guide was written by Clark Janes, Len Hjalmarson, Don Mappin, Steven Chmura, and Gary Lloyd Ward, and editted by Len Hjalmarson. **Note: For system configuration, block revisions, and notes on Campaign Mode see the Addendum

Table of Contents
Note: This is an active table and you can click on any heading to go directly to that section...EF200 Intelligence Report

1.0 EF2000 Avionics 2.0 Combat Tactics and Weapons Deployment 3.0 Threat Intelligence 4.0 Norwegian TOW Operations and Intelligence Ground Crew Maintenance Addendum

1.0 EF2000 Avionics
This section contains information regarding the performance and operation of the EF2000 block 2.02 aircraft, including the ECR90 radar, DASS, and MFDs.

1.1 Using Radar
This section covers information regarding function of radar and avionics not covered in the EF2000 contractor documentation.

1.1.1 General: the ECR90
The ECR 90 is distinguised by its ability to portray a complex air picture in a simple graphical way. Furthermore it automates many functions that used to require pushing a lot of buttons. The ECR 90 is also integrated with an IRST (Infra Red Search and Track) system, which is able to track targets passively, and can supplement radar data when enemy jamming is in use.

The ECR-90 is a highly automated, track-while-scan capable radar and signal processing system. As a "tactically adaptive" system, the way the radar processes data adapts as the tactical situation changes. The system automatically increases its scan range to track the six highest priority targets and also expands the horizontal coverage to maximize the scanned width. Weapon lock-on to the highest priority target is provided immediately.

If time is available, the pilot may alter the scan range, target lock, and target prioritization if desired. The radar display also provides information on friendly weapons allocation so the pilot knows which targets are already under attack by his wingmen.

About the only parameter the pilot must control is scan elevation and three elevations are available: upwards, straight ahead, and downwards. The radar scan is extremely quick because it is done digitally via a phased array. Thus no scan bar adjustments are necessary. The ECR-90 always provides the physically maximum scan coverage automatically.

1.1.2 Display Modes
The ECR-90 has three primary modes for displaying air track data. The default mode, Horizontal Mode, provides a "top down" picture of the six highest priority tracks. Since this orientation is similar to the JTIDS map overlay it is the most intuitive to understand and provides range and bearing information.

This mode is generally used to setup an intercept heading and to monitor effective weapon's range with respect to each target. Note that the weapon's effective range bar is dependent on the currently selected target. The bar may indicate one target is out of range but if you select another target the bar may grow to indicate this target is within range.

The second display mode, Cross-sectional Mode (Boresight Mode), shows the tracks as viewed directly forward. Centering a target in this mode will place the target roughly in the center of the HUD. While this mode is unable to display target range, it does provide accurate information on how well the radar cone covers the target. This is important to know when you attempt to bracket an incoming target without losing contact.

This mode shows you how far you can turn away from the target while maintaining radar coverage. Along with vertical and horizontal bearing information, this mode also provides the altitude data missing from the Horizontal Mode.

The third display mode, Side Elevation Mode, displays track data as viewed from the "sideline at the 50 yard line." Your position is at the left side of the screen, and the radar's current maximum range is at the right side. This mode shows you range and relative elevation of the tracks but sacrifices bearing information.

The scan angles in the bottom left corner indicate which elevation/range is being used. The top number indicates the maximum range setting while the lower number indicates the elevation angle of the center of the radar field of view.

In all modes target tracks are shown as squares. Red squares are enemy aircraft and green squares are friendly aircraft. Enemy tracks are prioritized with the letters "A" through "F." Track "A" is the first track you should engage while "F" is the last track you should engage in general. Other considerations, mentioned above, affect this prioritization depending on the priority control setting.

The radar is currently locked onto whichever track has a dotted outline. Tracks with "X"'s through them are "allocated." This means that an allied aircraft (possibly your wingman) is or has targeted a missile on that track. Use this information to avoid reattacking the same target and to ensure all targets have been attacked with a missile.

1.1.3 Target Prioritization Modes
As mentioned above, the processing system filters out all but the top six priority targets. In normal air-to-air operation, this is generally the first six targets you will merge with (i.e., the six targets with the lowest time-to-go before intercept). There are two other prioritization methods that you must know when to activate.

If you are on a barrier or CAP mission, it is your job to interdict any intruding bombers or strike aircraft. The Russkies don't take ground with interceptors, they take ground with troops supported by bombers and strike aircraft. Activating the "PRI" mode in air-to-air mode changes the track filtering and prioritization to instead focus on likely bomber and strike aircraft tracks before interceptor tracks to help you isolate and attack intruding ground strike aircraft.

If you do not use the "PRI" filter, your radar may never show you bomber tracks if there are six interceptors heading straight for you. The bomber tracks would be filtered out in favor of the lower time-to-go interceptor tracks. A word of caution: "PRI" mode may prevent you from locking onto some or all targets in some situations. If you are having trouble locking the radar on a desired target, turn off "PRI" mode.

On anti-ship strikes, activating the Sea Eagle radar mode filters out all air contracts and prioritizes surface ship contacts so that they may be attacked quickly. The only display mode available in this priority mode is the "Horizontal Display Mode" since you do not need altitude information for sea-level targets.

Select the prioritization method as dictated by your mission goals, but remember to switch back to normal time-to-go (default) prioritization if you need to defend yourself against interceptors.

1.1.4 Radar Performance
Enemy ECM or terrain masking can interfere with your radar as it detects and tracks targets. Common phenomenon include disappearing tracks, jumping tracks, or scrolling tracks. Tracks will disappear and reappear as targets pass behind terrain. Tracks can become jittery as enemy ECM floods the medium with misleading echoes.

Your only recourse is to wait for target to reappear from behind the obstruction or close the range so that your radar may "burn through" the ECM interference. Climbing higher and switching your scan downwards can sometimes improve your view into distant valleys and fjords.

1.1.5 Defensive Use of Radar
The ECR-90 is also capable of detecting incoming missiles in its field of view. While active radar missiles can be tracked by their emissions on DASS, only radar can track incoming passive missiles.

Tracked missiles are shown as orange and yellow dots on the radar and DASS displays. Orange dots are heat-seeking (passive) missiles, and yellow dots are radar homing (active) missiles. Note that missiles can only be tracked by the radar if they are in front of the aircraft.

1.2 Current Operational Deficiencies of the ECR-90
The Block 2.02 version of the ECR-90 has one current deficiency. The lock-on capability is limited by the currently selected weapon. The radar cannot be locked onto a target beyond 14 miles away unless the current weapon is some kind of ata missile. No HUD target box will appear, no target speed information will be displayed, and no targeting commands can be handed to your wingman in this case. The contractor, DID, Avionics Division, has been notified.

The ECR-90 is a Pulse Doppler radar, and it cannot see fast, low level enemies crossing its path at 90 degrees. These contacts may vanish at times. Furthermore, large contacts are easier to see than small ones.

1.3 Radar, JTIDS, DASS and Stealth Issues

1.3.1 JTIDs and Stealth Issues
Every time a pilot uses radar, he broadcasts his position to every passive radar receiver for miles. Because of this, stealth technology and AWACs come into play.

JTIDS stands for the Joint Tactical Information Distribution System. Use JTIDS in preference to radar to get an overall tactical picture of the area. JTIDS will display all hostile aircraft, ground mobiles and ships detected by AWACS and JSTARS.

Emissions play a large role in the likelihood of the enemy intercepting you. Keep your radar and ECM disengaged as long as possible. The Defensive Aids Sub System, or DASS should also be disengaged when maximum stealth is required or set to its shortest range, since it will automatically dispense chaff and flares, creating a much larger IR or radar target when these defenses may not be necessary.

Under normal flight conditions you will want to keep your DASS set to on, and zoomed out to about 30 miles. DASS will warn you of IR threats in the front field of view for 170 degrees, and of radar emissions and locks to a full 360 degrees. Remember to zoom DASS in to min range under near threat or dogfight conditions to improve your SA. Whenever AWACS is unavailable, you will want to engage DASS at maximum range for earliest warning of possible threats.

Beware of over reliance on DASS to bail you out via its automatic dispensing of chaff and flares. When you have an IR inbound at relatively short range, especially if you know the launcher to be an SU27 or MiG29, you MUST dispense flares manually when the missile is under 2 km (see threat avoidance below).

Flying under 150 feet will often make you invisible to enemy aircraft and ground radar even on flat terrain. Its also quite a rush! Remember to use terrain masking to advantage wherever possible, flying down fjords or valleys (although valleys seem to be great places for SAMs…)

Keep your wingmen in formation (that is, hold off switching to the attack waypoint or issuing engage) to make them stay low with you until you are discovered or ready to attack. Once your wingmen are released they rarely fly under a few thousand feet.

Similarly, if you are approaching a target very high (35,000 feet plus) and the IP is very distant from the target (100 miles+) switch to Heading AP prior to reaching IP in order to hold your wingmen in tight formation and minimize your radar signature. When 90 miles or less from the target switch to the IP waypoint to call IP and Running In.

1.3.2 JTIDS/AWACS
  • Prior to revision 2.02 these systems provided only general position and not gross classification of the targets that they see. However, the ability of the AWACS and JSTARS to transfer data through high coded high speed digital communication directly to the onboard flight computer has now been added, as per the actual aircraft.
  • JTIDS provides a link to all major sensors operating in the battle environment and integrates them into one picture. All enemy elements are displayed and the functional identies of particular aircraft is discerned. Thus, tankers, AWACS, CAP, Escort and Strike Forces are variously identified by the color of the dot in the center.
  • Aircraft symbols with no tails represent helicopters.
  • See 3.2.5 below in case of loss of AWACS link.

1.3.3 DASS Operation
  • The Defensive Aids Subsystem represents the pinnacle of achievement in electronic warfare for single seat aircraft. it integrates key electronic components into a single suite, including RWR, ECM, chaff/flare dispenser, laser warner and missile approach warner.
  • DASS range is selectable from 15 to 60 miles. DASS estimates range of all threat contacts, and should be considered only an approximate indication.
  • Red crosses represent ground based threats. Small yellow squares represent incoming radar guided missiles. Orange squares represent incoming IR missiles. Small red squares represent air threats.
  • Code numbers identify the type of aircraft or system that is tracking your aircraft. Threats which have been jammed flash on and off.
  • No.1 represents radar from MiG-29, MiG-31, Su-27, Su-33 or Su-35.
  • No.2 represents radar from Su-34, MiG-27 or MiG-21.
  • No.3 represents radar from a SAM site.
  • No.4 represents ship based radar.
  • No.5 represents an Early Warning ground based station.
  • No.6 represents an AWACS based radar.

1.4 Navigation System
This section contains information useful for navigation, including NAV and Landing HUD and Autopilot. Note that the navigational system is an onboard database of map coordinates and is separate from the autopilot system. The autopilot reacts to waypoints selected by the navigational system.
  • The tower will not grant you taxi clearance or takeoff clearance unless your waypoint is set to #1.
  • The ATG HUD can be used to determine waypoint, TTG, and DTG.
  • If you see an "R" next to the current waypoint on the ATG HUD it indicates your filed flight plan specifies joining a refuelling tanker near this waypoint. Fly to the tanker nearest this waypoint.
  • An "I" next to the waypoint indicates the point where your wingmen are to split off for separate runs during a strike mission. Do not cycle the waypoint (or allow the autopilot to cycle the waypoint) beyond this waypoint unless you are ready to split up your flight!
  • An "L" indicates the flight plan waypoint where you have filed to land.
  • Be careful when cycling through the waypoints on your navigation gear. Other flights such as your escort and your wingmen monitor your waypoint selection and may react unexpectedly as you cycle the waypoints. For example, escorts fly to your currently selected waypoint in order to keep in synch with any flightplan changes you may make during the mission. Your wingmen initiate individual attack patterns when you cycle through the target waypoint. It is recommended you do not cycle through your waypoints prematurely.

1.5 Autopilot
This section contains tips on using the autopilot gear.
  • On slower systems you may wish to pause the simulation while you change the settings on the autopilot. Keys and buttons will remain operational even when the game is paused. If you do not pause the game be sure to at least deactivate the autopilot before you alter its settings otherwise your aircraft may react violently to the changing values.
  • It is also advised that you fly the aircraft into the desired autopilot settings before you activate the autopilot. This is smoother and more efficient than allowing the autopilot to handle a 100kt speed increase or 1000 ft climb for example. Large changes in speed or altitude are handled roughly by the autopilot by engaging the afterburners unnecessarily. At high altitude, the autopilot can also sometimes end up in pitch oscillations about the level because it reacts too slowly in the thin air. Level the aircraft out manually then reengage the autopilot for quickest results.
  • Autopilot settings can be changed quickly by pressing and holding the buttons.

1.5.1 Waypoint Mode
  • Use this mode for automated flight along your predefined waypoints. The autopilot will automatically change to the next waypoint upon reaching the current waypoint. Note that the current altitude setting is carried over to the next waypoint.

1.5.2 Heading Mode
  • Use this mode to stay on a particular heading indefinitely. This mode is useful for holding courses not in your original waypoint flight plan (such as a dodge around unforseen enemy forces).

1.5.3 Autotracking Mode
  • This mode uses the currently selected radar target as a "homing beacon." The autopilot will steer the aircraft towards the target. While it can be used to reorient yourself towards a lost target during combat, it should be noted that this method of intercept is at best inefficient and at worst quite dangerous.
  • By merely pointing the nose at the current target, intercept will be slower than what could be achieved by pointing ahead of the target's path (where it will be in the future). Pure pursuit may also lead you into the guns of another opponent or into high terrain.
  • It is possible for the novice to use this feature to point his missiles in the general direction of the target during training, but coupled with the limitations of the autocannon against maneuvering targets (the cannon pipper does not always compute enough lead) results will be suboptimal in combat against equal adversaries.
  • Some beginner pilots use this mode to close with their tanker. As mentioned above, the closure path will be suboptimal but it may the only way a beginner pilot may find the tanker. Use it, but learn quickly to do better without it.

1.5.4 Autothrottle Mode
  • This mode allows the pilot to "hand off" speed (throttle) control to the autopilot while manually managing aircraft orientation. It is the airborne equivalent of an automobile's "cruise control."
  • This mode is used most often in non-combat navigational situations such as tanking and landing. Again the results are suboptimal, but the beginner pilot may benefit initially from the reduced workload provided the pilot is acutely aware of when to turn this system off! As tempting as it may be to allow the plane to maintain its own speed it is all too easy to find your plane driving itself into the runway or a tanker before you can disengage the system! Be careful!
  • Some beginner pilots find setting the autothrottle at 140 to 150kts in the landing pattern useful in avoiding stalls and overspeeds. Some beginner pilots find setting the autothrottle at 309-319kts during final linkup with a tanker useful to maintain a steady closure rate.

1.6 Other Controls and Displays
Note that all MFDs may be seen in conjunction with the fwd view by using SHF F1.

1.6.1 Right MFD
  • The right MFD is used to display the current mission orders and is now upgraded to include expected Time-on-target for strike missions.
  • AP in four modes is set from this display. Note that these modes have strategic value and can be set in advance for particular purposes as well as adjusted without reference to the display.
  • Fuel management and engine status are also available on the right MFD and you will refer to this display when fuel economy becomes critical.
  • Note that since revision 2.01 DASS is on whether showing on MFD or not. You must use the D control to shut down DASS.
  • System status also appears on the right MFD, including specifics on any warnings that are generated.

1.6.2 Left MFD
  • The left MFD is used to display radar. SHF M brings up the HUD repeater, however, range and azimuth are only displayed on the actual MFD.
  • The left MFD is also used for Maverick targeting. Zooming in can make lock easier, but unlike the actual EF2, you must maintain lock in order for your weapon to impact the target.

1.6.3 Map MFD
  • The map MFD links the EF2 to the tactical environment and as such is the most important piece of onboard survivability equipment along with DASS.
  • The map MFD is also the TIALD and is used for targetting A2G laser guided ordinance.
  • The map overlay must be OFF in order to zoom the JTIDS link beyond 100 miles in range.
  • JTIDS, AWACS, waypoints and ground and air objects may be selectively toggled to declutter the display.
  • Enemy aircraft appear as red boxes with tails, the colored dot in the center denoting function. Squares without tails are helicopters.
  • The map MFD is repeated to the HUD with SHF M.

1.7 EF2000 Flight Performance
This section contains information relating to aircraft performance, flight characteristics, fuel management, and in-flight refueling. Note: all with reference to Block 2.02.

1.7.1 General
The forward canards and advanced flight control system allow the EF2000 to achieve a very high angle of attack (AOA) while remaining completely under control. In fact, the flight control software will first process strong back pressure on the stick as a request for high AOA rather than a severe flight path change.

This allows the pilot to rapidly pitch up into a target without departing the flight envelop. However, the velocity vector may appear sluggish as it will take some time to catch up with the nose. Take this into account especially during landing. Make you stick inputs deliberately early until you learn how the velocity vector responds to stick input.

1.7.2 Fuel Management
The EF2000 can carry a tremendous fuel load, using tanks in the wing and as many as 3 external tanks. Most missions require only one external tank. The default load is always two external tanks, and you will normally want to trade these two tanks for one, or use no external tanks at all. The space is better utilized for weapons.


Should you return to base and wish to take off again, some pilots have found that restarting engines after shutting down results in a top up of internal tanks!

However, when you fly for maximum strike efficiency, you will often find yourself cutting it close for the return flight. Fuel management, and/or finding a wet bar, then becomes an issue.

To maximize range on the return follow these steps:
  • Jettison any remaining A2G stores or empty tanks. It is best to hold a couple of A2A weapons in reserve unless you are over friendly territory or very, very desperate.
  • Set your waypoint for your home base.
  • Climb at moderate throttle to 35,000 feet and reduce airspeed to 499 knots. When speed stabilizes, check your fuel situation again.
  • If you still need to extend your range, cut one engine and cruise at 85% throttle.
  • If your supply is still insufficient, look for an alternate landing site or find a tanker. Tankers are marked by a white dot in the center.
  • Note that fuel economy is NOT improved by reducing throttle below 84%. On ingress I generally cruise at 28,000 feet at 84% throttle (depending on load this is about 459 knots).
  • If you exhaust your reserves at 28,000 feet or higher you may be able to coast to your base. At 28,000 feet with no external stores you can coast fifty miles with no fuel and maintain an air speed of about 380 knots (roughly 7% down pitch).

1.7.3 Emergency Procedures

1.7.3.1 General
  • In case of severe imbalance of the aircraft (as when losing a large portion of the wing), you can roughly "trim" the stick by moving the stick a small amount in the opposite direction of where it needs to be to hold the aircraft level, and pressing alt-c.
  • Releasing the stick to the center should now hold the aircraft closer to level than before. You may wish to take the flight control system off-line (i.e., pause the simulation) before trimming the stick.
  • In case of severe damage to the aircraft, immediately escape the battle area and run for any allied airfield. Do not use time skip or time acceleration as your aircraft may experience fatal system failures at any time after the initial damage.
  • Rule of thumb is that if you are one on one and take a missile or guns hit you may choose to successfully stay in the fight if you are an above average pilot. Be aware, however, that your visibility is high, and that one vs. one quickly becomes one vs. two.
  • Note that if you have taken a missile hit, supplementary damage usually shows up after a few minutes. Therefore, it is usually wise to run from the fight, or if impossible to run, prepare to eject.
  • "L" evokes the autorecovery function. Use it!!
  • Chances for ejecting safely are improved if you climb above 5000 feet and slow to under 250 knots.

1.7.3.2 Damage Control
  • Systems affected by cannon and missile hits may include these:
  • fuel system and tanks
  • MFDs
  • radar
  • engines
  • oxygen
  • weapons systems
  • landing gear
  • hydraulics and related controls
  • DASS
  • Autopilot
  • HUD
  • Damage is often progressive, and secondary damage may show up as much as one half hour after the primary effects become evident.
  • Response to damage can be as simple as shutting down one engine and reducing throttle, or as complex as the need to eject within a few minutes of damage occuring.
  • Note that MFDs may function part of the time when damaged. Loss may appear to be total, but sporadic function may return.

1.7.3.3 Engine Damage
  • Verify which engine is on fire with the indicator light at left of HUD.
  • Shut down engine at earliest opportunity.
  • Verify engine is off with guage in Status Display (Right MFD).
  • Abandon any A2A or A2G efforts and call out "MAYDAY!"
  • Find a landing strip or prepare to eject.

1.8 Refuelling
This section contains information and recommendations for in-flight refuelling operations.
  • To maintain flight integrity with your wingmen, do not request permission "to join" a tanker until you are within 1 mile. The moment you are given clearance, your wingmen will rocket ahead of you to join the tanker. By getting closer prior to clearance, your flight will stay tighter.
  • Remember that you must receive clearance to a particular hose before the tanker will transfer fuel.
  • Most pilots approach the tanker at 100 kts closure to within 2 miles, 50 kts to 1 mile, 25 kts the last mile, and 10 kts for final hookup.
  • Setting the autopilot at 309kts during final approach frees pilots to concentrate on positioning. However, it is inherently dangerousto apportion any control of your aircraft to automated systems in tight situations.
  • To smoothly join on the tanker remember that you must match speed, altitude, position, and (most often overlooked) heading.
  • To approach a tanker that is slightly to your right, bank for a moment to the right, just enough to change your heading to the right by a degree or two, then level off! Do not turn so far as to be pointing right at the tanker!
  • Nudging your nose just slightly toward the tanker then levelling out your wings will be enough to get the tanker to start drift in towards you because your headings are now slightly different.
  • When the tanker gets in front of you, bank back in the other direction for a moment to bring your heading back in line with the tanker.
  • The same adjustments apply when the tanker is above or below you. Do not pitch down or up enough to point at the tanker. Pitch down or up a degree or two until the tanker begins to move. Level out when the tanker is level with you again.
  • Contact with the hose will be made if you can get the nose within about a five foot circle around the hose. Try to put the nose into the basket and the basket will adjust at the last moment to find the probe.
  • To disengage the probe, retract it using the same key that extended it.
  • Do not proceed to the next waypoint until all of your wingmen are back in formation.

1.9 Landing
This section contains information regarding landing procedures, including locating alternate landing sites, emergency procedures, use of the velocity vector and AOA indicator, and alignment to runway using CFPD.

1.9.1 General
One of the toughest duties that any pilot will attest to is a perfect landing, especially after a combat mission. Frequently you will be bringing in your aircraft, possibly damaged, to an airfield alive with activity both in the air and on the ground. Maintaining your composure and calm is paramount to successfully bring down your bird. Many a pilot have rolled their aircraft because they simply did not follow proper landing procedure, typically because they just finished a heated engagement and were still "tight on the stick."

1.9.1.1 Landing Practice
A simulator mission exists to practice landing procedures. It is recommended that each pilot perform three landings successfully using the autothrottle and two without. Other landings should be attempted to simulate other combat damage and low visibility and night conditions.

1.9.2 Preparation
When landing remember that your plane is at its most exposed point: defenseless, slow, and vulnerable. Use caution. Landing correctly is dependent upon three factors:
  • Speed. Coming in "too hot" or too fast can cause your plane to roll and makes a level landing very difficult. Coming in slow gives you greater control and the ability to make small adjustments without drastically altering your flightpath.
  • ROD (Rate of Decent). An aircraft is a very forgiving piece of machinery but they still have their breaking points. It is essential that your aircraft be brought down with a gentle rate of decent or else your gear may collapse upon contact with the tarmac. You will not survive.
  • Runway. This is the one factor that many pilots forget about. During wartime it is especially important. While you were out on a combat mission it is likely that the enemy launched several strikes, maybe one at your airfield. Runways may be damaged, drastically shortening their useable length or making them unavailable. Stopping a plane traveling just under 200 knots takes a lot of real estate.

1.9.3 Approach, Alignment and CFPD
  • When within 25 miles of your airfield you should begin your landing preparations. Conduct a flight surface check. Visually inspect your wingman and have them do the same for you. While over a combat zone or water jettison all air-to-ground ordinance and external fuel tanks. They will make your aircraft harder to control at slow speeds and should you crash, could unacceptably damage the airfield.
  • Contact the tower on the ATF frequency and request permission to land. If permission is refused then engage in a holding pattern some 15-20 miles from the airfield. Request permission at regular intervals until clearance is given. You will be assigned a runway to make your approach.
  • Using the speed break or autothrottle lower your airspeed to 225 knots. Activate your ILS and Command Flight Path Display (CFPD). As you approach the airfield you will see a visual "corridor" in the sky leading to the base of the runway. This is the flight path that you must fly through to land your plane. A list of runway headings is attached.

1.9.4 Gear Down and Finals
  • It is customary in formation that the wing leader be the first to take off and the last to land. Therefore once you receive clearance your wingmen should announce Initials. That indicates that they are breaking formation and preparing to land. Follow the CFPD. As you near 5 miles out engage the autothrottle and reduce your airspeed to 180 knots. At 180 knots deploy your undercarriage.
  • Note: You can use F10 to padlock the airstrip in your virtual canopy....
  • Finals: at two miles and in the glidepath your target airspeed should be 150 knots. Use the autothrottle to achieve this. It is now that your rate of decent is critical. Make sure that your decent rate is less than 20 feet per second. Any more and your undercarriage will likely collapse.
  • If you follow the CFPD you will reach the last box just past the beginning of the runway, less than 100 feet from the ground. Continue to follow your imaginary glidepath at this point. As you near touchdown flare up a bit to reduce your rate of decent and cut the autothrottle. As your main gear touch down you MUST be in a level position. If not the chances are very good that you will roll the plane.
  • If you come down too hard the plane will likely "bounce." This is an unnerving experience to say the least. Do not panic. As the rear gear touches down again your airspeed will drop and so will the nose of the plane and your forward gear.
  • At this point you are rocketing down the runway at a very high speed and are in a dangerous situation. Deploy your speed brake and wheel brake. In the instance of an emergency where you used up too much real estate deploy your brake chute. The brake chute is not necessary to land but can save your life.
  • Throttle back, remove brakes and taxi from the runway in an expedient manner -- other planes are waiting to land. Good job!

1.9.5 Emergency Procedures
The EuroFighter comes equipped with a "zero-zero" ejection seat that can be used safely at low altitude. In the instance of a landing gone bad where it is impossible to recover you may eject with a high chance of survival.

From the Battlefield: "The zero-zero seat actually stands for Zero chance of surviving, zero chance of not becoming a pancake.' The seats in the EF are defective, it just took too many blokes to find this out the hard way. When push comes to shove and you're in finals don't even bother reaching for the handles -- you've got better things to do; like praying." - Ace

There are four systems which when damaged make landing the EuroFighter much more difficult:
  • Flight surfaces. When you lose a good portion of one of your flight surfaces the EF will tend to roll' into the damage, reflecting the loss of lift of that one wing. Landing level while constantly correcting for this loss of lift is nearly impossible. Re-center your control stick adjusting for the roll to manually trim your EF for a safe landing.
  • Autothrottle. In the instance where the autothrottle is non-functional you will find yourself very busy in the last 30 seconds or so. Make liberal use of your speed brake to help control your decent.
  • Undercarriage. It is possible to have your undercarriage damaged to such an extent that you are unable to deploy your landing gear. A belly-landing is highly dangerous and not advised. Eject in friendly territory.
  • Hydraulics. Should your hydraulics be damaged not only is there a fire risk but your gear system may not deploy. Eject as per number three above.
  • HUD. Should the HUD be damaged then the ILS and CFPD will not be available. All landing must be done in the dark.' This is where experience takes over. Should your wheel brakes fail your brake chute can be deployed to reduce your speed.

1.9.6 Runway Headings
The runway number tells you what heading you will maintain on final approach. Thus, if the controller calls runway 150 your heading for touch down will be 150 degrees.
  • Andoya 15/33, 03/21
  • Orland 34/16
  • Bardufoss
  • Bodo
  • Oslo 19/01
  • Provincial Airfields 16/34
  • Rygee 90/27
  • Trondheim 09/27, 14/32

A2A Tactics and Survival

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