ANDY BUSH & LEON SMITH

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CONTENTS
CONTENTS..........................................1
CONTENTS..........................................2
INTRODUCTION ...................................3
GAME OVERVIEW..................................4
TYPHOON GAMEPLAY .........................................5
STRATEGY GUIDE OBJECTIVES ......................6
CHAPTER 1 THE CAMPAIGN ...................8
G ETTING O FF T O A G OOD S TART ............................8
General advice for phase one of the invasion..................................................12
Stemming the tide ................................................................................................13
Clearing the skies.................................................................................................16
Pilot location and selection.................................................................................16
Pilot location and selection.................................................................................17
Mopping up............................................................................................................18
CHAPTER 2 TYPHOON AVIONICS SYSTEMS
.......................................................19
A VIONICS O VERVIEW .............................................. 19
Air-To-Air Avionics - The Need For Automation ..............................................20
Detection systems................................................................................................20
The ECR-90 Captor Radar ...................................................................................21
The PIRATE Infrared System ..............................................................................23
The Thermal Imaging System (TI) ......................................................................24
Other Sensor Systems.........................................................................................24
Data Presentation Systems.................................................................................25
Heads Up Display (HUD)......................................................................................27
Helmet Mounted Display (HMD)..........................................................................28
The Multi-Function Displays (MFD)....................................................................29
The Defensive Aids Sub-System (DASS) ..........................................................32
Moving Map Display (MMD).................................................................................34
Aircraft Status Displays.......................................................................................34
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Communication Systems................................................................................
UHF Radio and Data Link................................................................................
CHAPTER 3 HOW TO USE THE TYPHOON
VIEWING SYSTEM .............................. 3
T HE V IRTUAL C OCKPIT ...........................................
The HUD View...................................................................................................
Flight Data.........................................................................................................
The Padlock Views...........................................................................................
CHAPTER 4 COMBAT EMPLOYMENT .....
SECTION 1 – GENERAL P LANNING
C ONSIDERATIONS ...................................................
Implementing The Plan ...................................................................................
The Stealth Approach - Avoiding Detection.................................................
General Employment Considerations ...........................................................
SECTION 2 – A2A O FFENCE .............................
A2A Missiles .....................................................................................................
ASRAAM............................................................................................................
Meteor................................................................................................................
A2A Missile Considerations ...........................................................................
Weapon Engagement Zones (WEZ)...............................................................
27 mm Cannon .................................................................................................
Gun Attack Techniques - Tracking Shot.......................................................
SECTION 3 – A2G O FFENCE .............................
Fence Checks ...................................................................................................
Target and threats............................................................................................
Weapons Delivery Techniques ......................................................................
SECTION 4 – D EFENCE ....................................1
Missile Evasion ................................................................................................
CHAPTER 5 AIRCRAFT PERFORMANCE
.................................................... 1
Stealth................................................................................................................
Super Cruise .....................................................................................................
Energy Manoeuvrability ..................................................................................
Energy ...............................................................................................................
Using Energy Manoeuvrability Diagrams .....................................................
INTRODUCTION
Ever since the Red Baron took to the air, air combat has experienced a short range air combat manoeuvring. The purpose of this chapter is to
series of evolutionary and revolutionary developments. Many have been provide you with that insight. From these pages you will gain that all-
minor, while others have been very significant. Most changes have been important competitive edge that will transport you from average participati
evolutionary in nature, meaning that progress is made along a path that is to exceptional achievement.
readily predictable. An example of this is the continued development of the
piston engine from the Sopwith Camel WW1 radial to the post-WW2 radials Let’s return for a moment to the days of the Red Baron. Air combat was
found in the Hawker Fury and Douglas Sky Raider. Others have been simpler then, you can think of it as a “head out of the cockpit," visual, gun-
revolutionary, meaning a discovery or development that clearly led to a new only environment where engagements quickly degenerated into single
dimension in fighter operations. An excellent example is the introduction of dogfights. Regardless of the rudimentary sophistication of this type of air
the jet engine. Numerous other examples of revolutionary developments in combat, an evaluation of kills made one thing clear. Most victims never sa
air combat come to mind: airborne radar, pressurized cockpits, beyond visual their attacker. This fact has remained a constant of air combat ever since.
range air-to-air missiles, to name a few. Each one in its own way gave rise to Typhoon, you will prove that axiom again as you take full advantage of on
a great leap forward in offensive potential. Each expanded the playing field and off-board avionics systems to make a stealthy and deadly approach to
far beyond what had been the norm of their time. Typhoon allows you to your unwitting victim.
make a similar leap forward in air combat simulation. Just as the real
Eurofighter embodies new technologies that have re-defined aerial warfare
for the next century, our virtual Eurofighter takes you to a new level of
offensive sophistication and cooperative game play. Typhoon continues an
outstanding series of simulations. The series began with DID’s highly
acclaimed EF2000, itself a significant departure from previous simulations.
EF2000 fans will find much commonality in Typhoon. Next came DID’s F-22
series…first, F-22 Air Defence Fighter (ADF), which was followed by Total Air
War (TAW). Each of these simulations has contributed exciting elements of
game play into Typhoon.
Typhoon has been designed to provide several levels of player involvement
in air combat operations. From relatively simple training missions to complex
multi-player scenarios, the enhanced game play in this simulation meets and
exceeds the expectations of simulation pilots of every experience level.

This enhancement of game play does not come, however, without its price to
be paid. That price is the time and effort that the Typhoon simulation pilot
must put into the study of how Typhoon avionics enhance both long and

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GAME OVERVIEW
Typhoon is set in the year 2015. What had been a regional conflict between Located in the middle of this supply line is Iceland, a small island in the No
Russia and Poland is becoming a major obstacle to world peace as Russia Atlantic. Because of its location, Iceland presents a major obstacle to
threatens to expand the conflict into neighbouring countries. In response to Russian attempts at closing the US-NATO supply line. If Iceland were to fa
this threat, NATO forces are put on the alert, and the United States begins a into Russian hands, the ability of the US to resupply NATO would be
resupply operation to the Atlantic NATO installations. Keeping this supply line significantly reduced, possibly to the point where NATO would be unable t
open is of utmost importance to NATO’s ability to defend against any halt the Russian advance.
Russian advance into NATO territory.
You are part of a NATO Eurofighter squadron based on the island. Your
squadron is made up of a mix of pilots from a number of NATO air forces.
Greenland Jan Mayen These pilots have varying levels of proficiency in their A2A or A2G primary
roles. NATO has given you the task of planning and employing these pilot
as the need arises to defend Iceland. Depending on mission type, you ma
expect additional NATO air support forces to accompany your pilots on the
Iceland Russian attack missions.
Faroe Islands

Norway How well you plan and employ these pilots on their missions will determin
your success or failure in Typhoon. While it is possible to allow your selec
Important
pilots to do all the flying, it is unlikely that this will result in a victory for NAT
supply lines Instead, you are expected to do your share of the flying too! You can choo
through the
straights either
Ireland which missions you want to fly, and you may fly any or all portions of those
side of Iceland selected missions. It’s up to you.
UK

Figure 1 Iceland’s strategic importance has led to an increase in NATO

forces on the island. Additional interceptors and strike aircraft have been
flown in, and ground forces including tanks have been added to repel a
Russian invasion attempt.

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TYPHOON GAMEPLAY
Air combat flight simulations vary widely in their type of gameplay. Some are trying to reach an objective, and this objective will be reached one way or
very ‘serious’ in their demands upon the player and some are relatively other. The gameplay is not unlimited in Typhoon. You will have a finite
simplistic. Often, the ‘serious’ simulations are labelled ‘hard core’, while the amount of time and resources to stop the Russians. The enemy is also
less demanding simulations are placed into the ‘soft core’ category. limited in his ability to employ air, ground, and naval forces. Plan and fly
wisely and well, and you are likely to win. If, by chance, things do not work
The simple fact is that all simulations contain both ‘hard core’ and ‘soft core’ out that way, then reassess your planning and employment choices, and t
elements in their programming. This is true of Typhoon also. Regardless of again!
simulation, the player needs to have a clear understanding of the nature and
goals of the simulation’s gameplay before venturing into the air. To describe
Typhoon, let’s use motor vehicles as an example. When it comes to
adventurous driving, some vehicles are designed for off-road use. These
vehicles are intended for those drivers who want the excitement of testing
their driving skills against everything that Nature can throw at them. Others
are less interested in hills and rocks; these drivers just want to get from point
A to point B in relative comfort and safety. Then there are the drivers in the
middle. They want to hit the outdoors on the weekends and still use the
vehicle during the week to shop for groceries!

Typhoon is in the latter category when it comes to air combat flight

simulations. Part simulation and part game, Typhoon is designed to
challenge the air combat enthusiast while retaining easy-to-use and
simplified simulation elements that allow the less experienced player to
participate in the action. In a nutshell, Typhoon is relatively easy to fly but
relatively difficult to win. Typhoon is designed to get you airborne with
minimal study and preparation, once there however, you’ll need every trick in
the book to destroy your target and return safely to base.

This strategy guide is intended to help you do just that. Destroy the target
and return to fly another mission. The ultimate goal is to stop the Russians.
This is the game objective. Reach it, and you win. If not, the Russians win. In
this sense Typhoon is a game; it does have an ending. You play towards that
end. It is very important that you understand this from the beginning, you are

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STRATEGY GUIDE OBJECTIVES
The main chapters of this guide include sections on avionics, viewing
systems, A2A and A2G weapons and tactics, and campaign planning and
strategy.
The avionics chapter introduces you to the various types of cockpit
instruments and displays that you will use to navigate and employ your
weapons. The real life Typhoon pilot will use an advanced helmet design that
will allow him to view flight data and targeting info on his helmet visor. That
concept has been used in Typhoon to reduce the complexity of avionics
operation. Unlike some simulations, you will find that nearly all of the required
data and information is viewable on your helmet visor. You will not have to
look into the cockpit to perform tasks. In addition, the number of keystrokes
needed to manipulate your avionics has been reduced. Typhoon has
streamlined these operations to allow the less experienced player to get into
the heat of the action without having to put in excessive pre-study time. But
make no mistake about it, this just makes it a little easier for you to come to
grips with the enemy. Once engaged, the challenge is every bit as complex
as in any other simulation.
Any simulation is only as good as its set of views. The viewing system is how
you use the simulation. It does not matter a bit how advanced a flight model
may be or how demanding the artificial intelligence (AI) may be if you cannot
manoeuvre your aircraft effectively. Typhoon offers a set of views that meets
this need very well. To win an engagement, you need to be able to attack
effectively and, if need be, defend effectively. Typhoon’s viewing system
includes a number of inside and outside cockpit views that provide an
excellent sense of situational awareness (SA). This guide will explain the
operation and use of these views.
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The combat employment chapter introduces you to your A2A and A2G
weapons. This information supplements the Typhoon manual by giving yo
an “inside” look at how these weapons perform in the game. We will discu
weapons envelopes that reflect actual game play results and suggest tact
and techniques to take advantage of those envelopes. Not every weapon
every situation is going to have the effectiveness that one might be led to
believe. In the battle for Iceland, you will initially find yourself outnumbered
and possibly outgunned. Only through the judicious and effective use of yo
limited supply of weapons can you hope to turn the tide of the Russian
advance.
The combat employment chapter also includes a defensive section that
introduces you to tips and techniques to make the skies over Iceland just a
little bit more survivable to you and your other flight members.
In the performance chapter, you will find detailed charts that explain the fli
envelope of the Eurofighter in clear and easy-to-understand terms. The
objective is to show how best to fight the Eurofighter. These charts include
comparisons to the Russian adversaries that you can expect to meet in th
game. From the charts you will learn where the Eurofighter is most effectiv
against these threats, as well as the areas that the enemy has an advanta
This strategy guide will conclude with a general discussion of Typhoon’s
dynamic campaign. Rather than take the game mission by mission, the gu
will present sound tactics and strategies to offset any enemy move. Certai
strategies are more effective than others when it comes to winning the gam
So find yourself a comfortable chair and get ready to learn more about
Typhoon! But before you start, we want to make one thing very clear from the
beginning… Typhoon is a game. Like all games, it has a clearly defined
beginning and end. Certain gameplay features have been modified to make
the game more exciting and challenging. If you keep this in mind during the
campaign, then we think you will appreciate the focus on fun and simplicity.
Particularly as you experience the adrenalin rush that comes from the high
intensity of the resulting air combat.

However, if you approach Typhoon expecting an avionics-intensive “hard

core” simulation where detailed procedures and cockpit busy work are the
order of the day, then you are going to be disappointed. Typhoon provides a
fast paced, highly charged combat environment that minimises distractions
and focuses you on winning the battle, accept this, and you are in for a great
ride! The bad guys are out there, and they are tough. You are going to find
your hands full in trying to roll back the enemy invasion. Can you do it? Sure
you can, and you are certain to find a few tips here to make all of that a little
easier!

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CHAPTER 1 THE CAMPAIGN
Getting Off To A Good Start
The campaign is based upon a scenario in which Russian forces are Heavy bombers and
expanding throughout Europe. Having launched successful attacks against escorting fighters circle and
attack from the North
Norway they have established bases there with the intention of attacking
Iceland. To Russia, Iceland represents a stepping-stone between Europe
and North America and control of important shipping lanes and trade routes.
More importantly, the occupation of Iceland would give Russian nuclear
submarines undetected access to the North Atlantic by allowing them to
avoid the hydrophonic listening devices in the straights either side of Iceland.
The problem facing the Russians in the initial stages of their attack on the
island is one of amphibious assault. In order to explain the best strategy for
Propeller and Jet powered
defence, it is necessary to firstly consider the tactics that will be adopted by
Ekranoplanes and Hovercra
the soviet forces during the invasion. attack from the North East a
South East.

History has taught some harsh lessons about amphibious assault. Gallipoli
and Tarawa are both examples where very heavy casualties were suffered
by allied amphibious forces during the early stages of their attack. Though
expensive in terms of human life, those events helped military strategists
perfect their doctrine, and those principles are equally well known to soviet
and allied military planners. Even though Russian military leaders have
historically demonstrated a far more tolerant attitude towards casualties, it is
clear that in this modern conflict they are exercising sound military judgement
in that respect. For your part, charged with the defence of Iceland, your
missions will be generated in response to threats as they occur. As such,
your defensive actions will be almost entirely a reaction to current enemy
threats. In order to understand the importance of your own missions and the
overall strategy used in the defence of Iceland, it is first necessary to have a
clear picture of Russian objectives during the initial stages of the invasion…
They are as follows:

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Good enemy intelligence regarding the strength and disposition of defending
forces.
During the Normandy invasion in WWII intelligence gathering effort failed to
warn US Troops landing at Omaha beach that there were three battalions of
the veteran 352nd Infantry Division waiting for them on the cliff tops. Lessons
learned from that sort of disaster make it necessary for Russian forces to
achieve their intelligence objectives with the use of Spy Trawlers and by
landing special forces from submarines for the dual purpose of intelligence
gathering and sabotage. You will find that failure to destroy the spy trawlers
during the early stages of the campaign will result in more co-ordinated
attacks on the island’s higher value assets with corresponding attrition later
in the campaign. The trawlers and submarines both fight back, the Trawlers
with machine guns and the submarine with machine guns and SA14 missiles.
Heavy preliminary bombardment, both naval and air.
The Russian forces launch large numbers of Kingpin Cruise Missiles aime
at the landing site with additional interdiction from heavy bombers. Targets
include the landing site defences and early warning radar and airfields. It i
vital that as many of the cruise missiles as possible are destroyed before
reaching their targets. The heavy bombers must also be shot down along
with the fighters that almost always escort them to their targets. The Cruis
missiles will take evasive action, but they can be destroyed in large numbe
with a full compliment of air-to-air missiles and guns. Great care must be
taken to avoid flying into the debris cloud from exploding cruise missiles.

Both of these
target types
can be
dispatched
using a variety
Typhoon Class Submarine of weapons as
described in
the air to ground chapter. The spy trawlers
present little risk providing you stay outside
the range of their guns and to do that, with
the Penguin missile for example, you can
launch at 5nm and break off to set up for a
re-attack until all of the trawlers have been
Spy Trawler destroyed. The submarine will launch SA14
missiles at you, and they can be avoided by
attacking from very low or very high altitude.

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Local air superiority of the landing site.
The initial assault is escorted by both MiG-29 and Su-27 fighters which
provide top cover for the beach landings. However, they often arrive behind
the main invasion force and have a tendency to attack while you are
preoccupied with the first waves of the assault. This may be a deliberate
attempt to catch you low and slow, but even so, you can’t pass up the
opportunity to destroy as many of the enemy vehicles as possible before they
arrive.
Unless you are diligently checking the DASS, you won’t know they are there
until you hear the missile launch warning! This MiG-29 driver is seen hitting
the silk just as his aircraft explodes.
Rapid ingress from ship to shore.
In order to deliver large numbers of infantry and vehicles to the shore at rapid
speed, the Russians have developed the Ekranoplane, otherwise known as
10
the “Caspian Sea Monster” with versions using both Jet and Propeller
propulsion. They also use hovercraft during the assault. The Ekranoplane
are very fast but defenceless and are easy prey for you guns once the
escorting fighters have been dispatched. The hovercraft are more
manoeuvrable and well armed, with two gun turrets each. They take evasi
action during your bombing or strafing attacks and put up very deadly
streams of concentrated fire. The screen shot below, shows a Eurofighter
taking heavy damage during an attempt to keep a hovercraft loaded with
tanks and infantry off the beach.
Inset image of the run in under hea
Hovercraft Ekranoplane
 One strategy would
be to use guided
weapons that permit
stand off attacks
against the Hovercraft
and then reserve your
cannon for the
defenceless
Ekranoplanes. This
technique is much
more effective at the
easier settings,
because the number
of cannon rounds
available are then
sufficient to destroy
large numbers.
Once again, great
care must be taken to
avoid the debris from
exploding
Ekranoplanes.
One of the most attractive targets during the invasion are the Russian
container ships. They each carry up to 40 of the Russian T-90 main battle
tanks. As such, sinking them can seriously hurt the invasion, and if you
destroy enough of them the initial landings can be contained within a small
number of sectors.
However, the container ships are very well defended by escorting warships
within the Russian fleet; so well defended in fact, that most low or medium
altitude attacks meet with formidable defensive fire. Despite that, it is
possible to destroy up to seven container ships, that’s 280 tanks, on a single
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mission! This can
achieved by makin
high-speed level
bombing passes w
the Paveway from
above 45,000ft and
launching from 2nm
With this type of att
you can destroy a
container ship with
every bomb. They
take about one min
to fall from that
altitude, and the lar
numbers of missile
that will be launche
you from the Russian fleet will have great difficulty making the climbing
intercept. At the lower difficulty settings it is possible to fly over the invasio
fleet at very high altitude with almost impunity. So, if you are given a missi
to attack the Ekranoplanes or Hovercraft, for example, load the centre line
fuel tank and 6 Paveway Laser Guided Bombs and use them against the
container ships before completing your mission against the Ekranoplanes
with guns only. There are no re-spawning elements in Typhoon so the tan
that don’t make it ashore won’t be seen again! Every container ship you se
to the bottom of the ocean will save you a great deal of work later in the
battle.
In order to maintain the element of surprise the Russians have little choice
other than to attack from the direction of the Norwegian coast and so their
main force approaches Icelandic territory from the northeast, east, and
southeast. Their initial probing and intelligence gathering by spy trawlers a
submarines must be met with serious opposition. Failure to do so will yield
sufficient intelligence to the Russians to enable them to pinpoint high valu
assets later in the campaign. The first aggressive act in the campaign is lik
to be shots fired from nervous trawler gunners when you get too close.
Special forces are delivered to the island by a Typhoon Class submarine that
will also launch cruise missiles. Their objective is to reduce the island’s
defensive capacity by bombardment and sabotage. The Russians
concentrate their effort and it is your primary goal to minimise their success.
G ENERAL ADVICE FOR P HASE ONE OF THE I N V A SI O N
Treat all of the early missions with equal importance; they all have strategic
benefits even if they are not immediately obvious and failure to succeed in
any of them will haunt you later in the campaign. However, selecting your
own secondary objectives can be very productive. For example, always take
some laser-guided bombs for the container ships and don’t forget that even
ferry pilots can make detours for guns kills.
Don’t loiter over your target, running out of fuel and bailing out over the icy
arctic water is likely to cost you a pilot. Deliver your munitions with a sense of
urgency. An important factor in defence is sortie rate, the faster you can
return to base and re-arm and re-fuel the more likely you are to make a
significant dent in the invasion. Most importantly, as you lose pilots your
sortie rate will drop!
While attacking the Ekranoplanes, stay alert for escort fighters. The Russians
know they are defenceless and it is easy to get caught with target fixation.
Attacking the hovercraft is a high-risk task and will be considered in more
detail in the strategy guide. Briefly the most prudent strategy is to deplete
their numbers by delivering your weapons from beyond gun range before
returning to base unscathed. A more daring option would be to conclude your
mission with strafing attacks from very low level. However, that is only worth
risking when their numbers have been reduced to one or two vehicles. The
concentrated crossfire from the duel turrets of several hovercraft make that
type of attack difficult to survive.
12
Weapon choice for these missions has an impact on success. For exampl
trying to deliver the Mark 80 series unguided bombs or the CRV-7 unguide
rockets to fast manoeuvrable and highly uncooperative targets from a safe
altitude is extremely challenging. If you missed the weapon selection, and
are forced to use the weapons you have been given, select targets that ar
moving in a consistent or predictable manner and always resist the urge to
dive into enemy fire for a better shot. Use of guided weapons like the
Penguin or Brimstone can help, so it is important to attend the mission
planning sessions, even if it means pausing an exciting mission, you do ne
the right tools for the job! It is also important that you acquire the skills
necessary for delivery of every weapon type. As explained earlier, one of t
most effective weapons against the Russian fleet is the Paveway launche
from very high altitude, so carry some on every mission along with additio
fuel and go ship hunting.
Lastly remember that pilot survival is of paramount importance. Just like th
real pilots, you will need to temper your fighting spirit with the knowledge t
you and your aircraft are worth more than any other single target. You can
stop the invasion single handed, so don’t look for a knockout blow; the
Russians have arrived in force and they intend to go the distance! By
destroying large numbers of the container ships before they reach the sho
you can seriously limit the extent of the initial occupation.
Sound tactical doctrine provides very limited choices for the invaders durin
the early stages of the campaign, which means that if you replay the early
missions the enemy forces will follow a fairly predictable strategic pattern.
the campaign progresses and events diverge the battle for Iceland will evo
dynamically presenting you with an increasingly complex challenge.
S TEMMING THE T I D E
Once the Russian invasion forces have secured a beachhead on the island
their armour will begin to advance towards friendly assets. Their initial
intention will be to secure bases for use by their own aircraft that are being
ferried across from the mainland. There will therefore be much activity at
captured bases as enemy aircraft, low on fuel, circle in their landing patterns
waiting for their turn to land. The time shortly after the beach landings will be
very intense with highly concentrated air and ground activity. How the
Russian invasion proceeds from here will depend on how successful you
have been in your attacks against the invasion fleet and landing craft. If you
managed to destroy large numbers of the Container Ships, Ekranoplanes
and Hovercraft, it should be possible to contain the Russians to a small
number of coastal sectors. If you have been less fortunate, the Russians will
capture the coastal sectors and their amphibious vehicles will move farther
inland before disembarking thereby establishing a buffer zone several
sectors deep. Enemy air defences will consolidate their positions near to
newly acquired assets while the tanks advance rapidly towards the West side
of the island. Once the Russian forces are ashore, their military behaviour
can be classified as advancing, holding or retreating. Those phases of the
battle will change dynamically and may swing back and forth depending on
the current situation. However, in order to develop a strategy for defending
the island it is necessary to consider those phases in more detail.
The strategy employed by the invasion force is to assign each target a
strategic value, including locations such as hangers, control towers,
command bunkers, power stations and industrial buildings and so on. This
means that sectors will have a value depending on the assets contained
within it. Sectors containing airfields will obviously have a high value and will
be prioritised during the Russian advance. Sectors next to those containing
high value assets will also be prioritised, as will those on the front line. While
in the “advancing” phase vehicles will move rapidly towards high value
sectors. When the situation is such that the enemy shift to the “holding”
phase they
13
will defend the assets they already have, and once again the high value
sectors will receive priority. In the retreating phase the enemy will withdraw
without regard to sector values. While advancing, Russian tanks will seek
destroy all friendly vehicles encountered in the sectors they enter. When a
sector contains only Russian vehicles it will be captured and the sector wi
change colour. In order to deny a sector to the enemy you will need to
prevent their armoured vehicles from obtaining sole occupation. Of course
the ground forces will continue to fight with or without air support and the
ground war will continue relentlessly with or without your intervention, but
can make a big difference! In order to win a sector back, it must be purged
hostile forces so that your own vehicles can become the sole occupants. I
follows that turning the Russian advance will require a strong element of
close air support that you will need to employ as a secondary objective to
those missions already assigned to you.
Close air support as a secondary mission involves a certain amount of
reconnaissance in order to be effective. For example, Figure 2 shows the
discovery of a tank column moving towards friendly territory. You will notic
that in order to obtain this information it was necessary to make a short
detour away from the original waypoints. Such reconnaissance is valuable
but it is important not to let such diversions turn into protracted tours, for
reasons explained in the section on pilot location. Unfortunately this was a
intercept mission and the Typhoon was not loaded with appropriate weapo
for an immediate strike. However, the information regarding the strength a
location of the column can be useful and the following section will explain
how it can be used.

The numbers shown above the
target tracking boxes indicate the
number of vehicles when the boxes
are too close to show individually.
Figure 2. The moving map display shows the location of both enemy and
friendly ground units in relation to your current heading.
You will notice that enemy tanks can be located, in this case at the safe
range of 11 nautical miles, and it can be seen that there are six enemy tanks
or other vehicles in the formation. Once discovered, the location can be
checked on the tactical map from the drop down tool bar at the top of the
screen. This map is valuable because it shows your precise location with
respect to the sector grid. You will notice that this map can also be used to
determine your exact position with respect to friendly or enemy sectors, air
defence systems, and to determine shortest routes into and out of enemy
14
territory. You can also see from that map which vehicles are close to the
sector boundaries and that will enable you to prioritise your future attacks.
Even if you had the weapons available to be able to attack this column,
destroying only some tanks from a group within a sector in a haphazard
manner may have no apparent effect on the ownership of that sector, so
when you discover the position of a tank group, it is very important that yo
make a note of their location so that you can edit your waypoints so that y
can return during future strike missions until that unit is completely destroy
The screen shot below shows how that information can be used. Notice th
Villain’s current position is shown along with that of the 6 tank column. The
position of the front line is shown along with the position and strength of ot
units discovered previously. The next mission up for Harmony was an
interdiction against a coastal airfield and you can see how the waypoints
have been edited to pass near the tanks spotted by Villain during ingress
another 5 on the return leg. It is often only possible to destroy some of the
group as a secondary strike, due to weapon load limitations, but by record
their location you will be able to return during later mission to finish the job
The map below also shows how the waypoints for a mission by Chef have
been edited to ensure contact with previously located tank columns.
Marking the position and strength of enemy units in this way will give you
overall impression of how the campaign is progressing and by tracking the
strength and movement across the map, you will soon have a very good id
exactly where your intervention is most needed. That may be enough
paperwork for anyone, but if you don’t mind using a kneepad or clipboard,
you can extend this idea to show the strength and disposition of friendly
ground forces for an even deeper insight into the progress of the battle.
 10

VILLAIN
6

CHEF
4
10
1
HARMONY 8

10

Of course this level of control isn’t strictly necessary because every single
tank you destroy will affect the outcome, because none of the tank battles
are predetermined and because reducing the strength of enemy forces will
greatly assist your own tank units. However, you may find it more satisfying
to concentrate your attacks against the enemy in a way that shows tangible
results. When you save a vital sector from capture, perhaps one with an
airbase currently occupied by one of your pilots, or you manage to recapture
a sector, the benefit of this system will become apparent. Most importantly,
this method will give you a degree of control, and allow you to exert some
influence over the battle instead of being swept along from one mission to
another.

15
C LEARING THE S K I E S

In order to carry out repeated attacks against tank columns as a secondary and choose your direction of attack carefully, as explained in the air to
mission objective, you will almost certainly need to carry extra fuel in order to ground chapter, the results can be very worthwhile.
make the detours viable, and you will also need to be operating in a relatively
low threat environment without being continuously harassed by enemy
fighters. Ideally you would be operating with a degree of local air superiority
and one of the best ways of achieving that is to destroy as many enemy
aircraft as possible while they are on the ground. This will also be a
secondary mission with high priority. Enemy aircraft that have just ferried in,
or fighters that have returned from a mission, will not scramble or re-launch Enemy aircraft lined up
until they have been re-armed and fuelled. That process takes approximately on the flight line during
the run in
twenty minutes, during which time they are vulnerable to attack. Whenever
you approach an airfield and no fighters scramble from it, it may mean one of
three things. The aircraft are already in the air on a mission, they have all
been destroyed, or they are being refuelled and rearmed beside the runway.
The importance of this type of secondary mission is also highlighted in the Air
to Ground Chapter with an example of an abortive strike against enemy
fighters in their landing pattern. This screen shot shows another example of
an attack against large numbers of enemy fighters parked beside their
runway that resulted in an eventual score in double figures for no loss. The
importance of that type of mission will be readily appreciated once the reader
has engaged similar numbers of enemy fighters in the air. On the ground
enemy fighters are sitting ducks, but in the air they are formidable opponents;
the advantages are obvious. The campaign engine doesn’t distinguish
between fighters destroyed on the ground or in the air and once an aircraft
has been destroyed, it’s gone; you will never see it again! The ideal weapon
for this type of attack is the BL755 cluster bomb, but low level strafing runs
can be equally effective as this screen shot demonstrates. If high speed low- The same aircraft
level strafing seems a bit dramatic, weigh that risk against the potential moments after the
attack
attrition rate if these aircraft make into the air! If you have serious doubts
about your chances of survival prior to this type of attack, it would be prudent
to save the game before entering the base defences. Even one or two high
speed passes can yield very worthwhile results and if you stay fast and low,

16
P ILOT LOCATION AND S ELECTION
One other important factor to consider is time. The Russian forces advance
at a relentless pace, with their tanks and other vehicles advancing at full
speed until they encounter resistance. Your aircraft has an awesome, but still
limited destructive power. In order to halt the Russian advance it is important
to deliver weapons as quickly and as often as possible. There are a number
of things that may happen, that conspire to slow down your sortie rate,
unexpected dogfights, system damage, or having to bail out for example, but
it is important to ensure that you aren’t responsible for unnecessary delays.
One important factor within your control is how long a pilot spends in transit
to and from the target, including any secondary missions or reconnaissance
detours, and that will depend upon your pilot’s location. Placing pilots closer
to the front will reduce the time required to complete a mission, but it will also
increase the risk of capture. It is a good idea to keep at least a one friendly
sector buffer zone between a pilot’s current location and the front line. Also,
ferry missions are wasteful because they effectively take a pilot out of the
loop. It is far better to anticipate the need for relocation and then to simply fly
your pilot to the new location at the end of the previous mission.
When pilots are selected at the beginning of a campaign you have the
opportunity to pick pilots with different strengths, and that has an influence on
how missions during the campaign are assigned. For example, when the
campaign engine generates a strike package for a certain task, there may be
17
several flights involved that can include flights for strike, wild weasel, and
escort missions. Those flights are allocated to the available pilots, includin
yours at the moment the pilot enters the planning phase. So, if you save a
game during the briefing you may be allocated a different mission type eve
time you reload that saved game when you enter the planning phase. The
initial selection will be initially weighted towards the pilot’s strengths, so th
pilot like Villain whose expertise is Air-to-Air will be more likely to get the
escort assignment, while a pilot like Harmony whose expertise is for strike
missions, is more likely to be assigned accordingly. However, it is possible
change things, consider the following scenario. You have a mission briefin
in progress for an interdiction against a building or structure at an enemy
airfield, and you also know from previous reconnaissance that there is a ta
column in a nearby sector engaged with friendly forces. You believe it is
important to provide close air support as a secondary mission objective
before that sector is lost, and so being assigned an escort mission would n
allow you to load appropriate air to ground weapons. In this situation being
assigned to the strike flight would give you the best chance of achieving b
mission objectives. One way to proceed would be to save the game durin
the mission briefing, then when the mission planning begins, if you have n
been assigned to the desired task, simply reload the game and enter the
planning again. You can do that repeatedly until you obtain the desired
mission tasking.
Once you enter the planning phase you can adjust your waypoints to
intercept the enemy vehicles on route, and load the most suitable weapon
for both your main mission objective, and your self-imposed secondary
objective. An example of this is shown here; notice that Redhat was assig
as lead of the Wild Weasel flight, his speciality, and then as lead of the Str
flight when the game was reloaded. There is a good argument for leading
strike flight on most missions, because it gives you more freedom over
weapon selection, and thus greater potential to influence the campaign.
However, it won’t always be possible to do this because some of the
missions in Typhoon are scripted events, and your role for that mission will
be fixed. Off course you can still win the campaign by accepting the missions
as they are assigned to you; this just helps things along a little.
M OPPING UP
If you have had a successful campaign, perhaps you have managed to
contain the Russian assault, or if you have managed to halt their advance
and have them retreating back towards the east coast, you will discover that
the Russians are poor losers. If they can’t have Iceland, no one will! When
the Russians are pushed into a position where defeat seems inevitable they
will launch a nuclear strike. In order to prevent the Russians from employing
their nuclear weapons, you must shoot down some very advanced aircraft
technology, the Russian Motherland, carrying drones with Nuclear Warheads
and the Medusa. These aircraft combine the latest advances in stealth and
electronic countermeasure technology making them immune to guided
weapons. It is imperative that all aircraft with a nuclear payload be shot down
before they are able to deliver their weapons. Armed with formidable
defensive systems including unmanned fighters and automatic cannon
turrets, this will not be an easy task!
These targets are tough but they can be destroyed. Your cannon, and those
of your wingmen will be the most effective weapon for this purpose.
Throughout the battle for Iceland, you will have worked hard to ensure your
pilot’s survival, but at this stage the war comes down to an all or nothing
18
situation. With the lives of millions of people on the ground and the entire w
in the balance, the lives of your pilots now become a small price to pay for
victory. The tactics that follow may sound desperate…they are!
The first obstacle will be the escor
fighters, and it is important not to
waste your cannon rounds on them
They should be taken out using th
air-to-air missiles carried by your
wingmen. Once the escorting fight
are no longer able to hinder your
attack on the bombers you can us
your cannon on them from maximum range. With care, and good shooting
you can get maximum range cannon hits without being destroyed. An
alternative would be to order your wingmen to attack the bombers. They w
close to short range and draw the enemy fire. Once the bombers open fire
your wingmen, you will have a brief window in which to attack them.
However, even a full load of cannon rounds won’t be enough. Other option
include trying to hit the bombers with missiles fired from close range,
ballistically, like big bullets and when all else fails, ramming. No matter how
you do it, it will be difficult and costly, but the stakes are as high as they ge
Victory or total defeat… Good Luck!
CHAPTER 2 TYPHOON AVIONICS
SYSTEMS
Avionics Overview
The Typhoon simulation offers you superior 3D graphics, a realistic flight
model, and an outstanding range of player views, but it is the integration of a
combat-oriented avionics package that sets this simulation apart from most
others. Typhoon avionics are far more than a detailed instrument panel.
Instead, the avionics package will be your partner as you direct and engage
in the overall air combat plan. In Typhoon, your aircraft avionics are
combined with outside sensor sources to provide an all-encompassing “big
picture” of the air war arena. In this simulation, this combination is known as
“sensor fusion", meaning the fusion or joining of multiple informational data
inputs into a single, easily interpreted battle management presentation.
This presentation replaces the traditional radarscopes and radar warning
receivers of less-sophisticated fighters. Typhoon advanced technology has
relieved the pilot from time-consuming manual radar operation as well as
manual interpretation of threat warning systems. Instead, these operations
are automated and are presented on the cockpit displays in a “God’s eye
perspective." Rounding out this “big picture” of the battle plan is the inclusion
of surveillance information from your partners in the battle arena…your
wingmen and other friendly ground and air forces.
displays enhance your overall situational awareness (SA) is what gives
Typhoon a “strategic” feel. By “strategic," we mean your ability to comman
the entire battle arena. You implement your strategic plan at long range - w
beyond the sensory range of your enemy. Depending on the type of game
play that you have chosen, you will be able to take advantage of your own
on-board avionics as well as benefit from input from off-board sensors suc
as friendly ground forces or other flight members. This chapter will provide
you with the operational knowledge, both strategic and tactical, necessary
take full advantage of your avionics package. This information will include
suggested techniques on how to employ the Typhoon avionics and weapo
in beyond visual range (BVR) as well as close in air combat. These
techniques are intended to be a guide for the pilot new to Typhoon. Consi
them only as a point of departure. As your skill and proficiency increase, y
will develop techniques of your own. We will provide a “walk before run”
approach that will minimize the time you need to become comfortable with
the simulation. Once you are at ease with the multiple displays available to
you, your game play will take you to a level of enjoyment that no other air
combat flight simulation can provide. With that in mind, let’s get to the acti

Your proficiency in using the “big picture” will be the key to your success in
the initial stages of an air combat engagement. Once the battle is joined, you
will maintain the offence as you use your cockpit viewing systems to “mop
up” the remaining bandits.

Proficiency in using the avionics package in Typhoon is the major aspect of

this simulation’s game play that sets it apart from all others. In a real sense,
your use of the multi-function displays and the manner in which these

19
A I R- TO - AIR A VIONICS - THE N EED F OR A UTOMATION D ETECTION SYSTEMS

We must always remember that the multiple systems in the real life These consist of the ECR-90 radar and the Pirate IRST (Infra-Red Search
Eurofighter are intended to be operated automatically by computers. This is and Track). These two systems provide an active (radar) and passive (IRS
necessary in order to take full and best advantage of each air-to-air weapon means of searching for, identifying, and tracking targets. System informati
system and to relieve the Eurofighter pilot of much of the manual workload is displayed separately on the radar and IRST MFD.
and mental decision-making that was the case in earlier generation fighters.
Typhoon has simulated Eurofighter avionics with the same goal in mind
- simplified flying and fighting.

In earlier generation fighters, these avionics systems were treated as

individual information sources, and, as such, presented their data to the pilot
without integration with other data sources; for example, radar systems
operated independently of warning receivers or ECM equipment. Sometimes,
this can result in conflicting input to the pilot. Making sense out of these
individual inputs took time and extra effort, something that the pilot had
precious little of.

A solution to this problem was found in the Attack and Identification System
(AIS). The AIS is essentially a collection unit that brings together input from
both on-board Eurofighter sensors as well as off-board data sources such as
other aircraft and ground units. The AIS crosschecks, validates, and blends
these various inputs into an integrated total picture of the battle environment.
This blending is known as ‘sensor fusion’ and is a technique also found in the
F-22 Raptor. By having a single source of information, the Eurofighter pilot
will enjoy improved situational awareness and decreased workload.

Typhoon avionics permit you to make an unobserved approach to your

target, launch your selected weapon, and then safely disengage. Should the
tactical situation require that you enter the close in visual arena, these same
avionics provide superior situational awareness and flexibility in short-range
weapon employment. These avionics consist of three major parts - detection
systems, data presentation systems, and communication systems.

20
T HE ECR-90 CAPTOR R A D A R

DESCRIPTION

Your primary offensive MFD is your ECR-90 radar, known as the Captor. The
ECR-90 is a third generation coherent X-band multi-mode Pulse Doppler
system offering long-range search and track and continuous track while scan
(TWS) for a list of targets. Modes of operation fall into three basic categories,
long-range air-to-air, close range visual air to air, and air to surface. In
Typhoon, this radar scans out to 100 nm and provides an uncluttered picture
of the airspace off the nose of your Eurofighter. It is equally effective in either Selected Weapon
Range Bar
a look up or lookdown environment. Your Aircraft

Your Captor radar is designed to be very effective when encountering enemy

electronic countermeasures (ECM). It also incorporates an Identify Friend Or
Foe (IFF) feature that automatically interrogates other aircraft. The resulting
identity (ally, unknown, or enemy) is then displayed on your radar, HUD,
HMD, and MFDs. Captor also uses a Non-Cooperative Target Recognition
(NCTR) IFF mode to further identify hostile target returns. NCTR is capable
of identifying returns by target type through a process of signal processing
and comparison of target return to a stored database of echo patterns. The
end result is a simple to use, long range radar that quickly displays all
contacts within range.
FEATURES AND OPERATION
Your radar MFD is a typical ‘B’ scope presentation with a 120 degree
antenna scan. The maximum presentation range is approximately 60 nm at
the 12 o’clock position and slightly more than 40 nm at the 10 and 2 o’clock
positions.
Figure 3. The Captor MFD.
Your radar is normally ‘on’. When a stealthy attack profile is desired, you m
want to limit your radar emissions by turning your radar off. Turn the radar
by using the communication command to direct your flight members to tur
off their radars.
The Captor radar provides target type, target range and bearing, and a
history of target flight path behaviour (target trace). Type of target
information, both airborne and surface, is presented as colour-coded
symbols on the radar MFD, as well as HUD text (“ally, enemy, or unknown
The radar provides direct range readout to the HUD, and the radar MFD h
range scribe marks (20, 40, and 60 nm) to aid in range determination. Tar
bearing is displayed on the HUD and the radar MFD as an angle from the
Eurofighter’s nose. Target trace is supplied to the DASS and the MMD for
presentation on their MFDs.

21
 Target
Target Lock On Circle
Target Relative
Heading
Two Targets
Multiple Friendlies
Figure 4 and 5. Captor air-to-air symbology
The Captor radar also provides target aspect information. The MFD and HUD
target symbol includes a small, white pointer that indicates the target’s flight
path relative to you in two-dimensional terms. This target pointer only shows
the difference between target heading and your own. It does not consider
altitude differences.
Captor also displays the firing envelope of the weapon that you have
selected in the form of a max range bar on the radar MFD. This range bar is
a white vertical line to the left of your aircraft symbol at the bottom of the
MFD. This line extends forward of your aircraft symbol, and its length is a
direct indication of maximum launch range. This range bar varies with target
aspect and overtake. Launch range will be maximum at high speed and head
on approaches to the target and minimum in tail chase situations at low
speeds. The range bar is not significantly affected by changes in the altitude
at which the weapon is fired. This ranging feature allows you to quickly
analyse your selected weapons envelope as both you and your selected
target manoeuvre.
22
Ground
Targets Missile
Figure 6 Captor air-to-ground symbology
Airborne targets are displayed on the MFD as squares. Targets on the
ground are shown as crosses, while naval targets are shown as inverted T
Friendlies, unknowns, and threats are colour-coded. Friendlies are green,
unknowns are orange, and enemies are red. Missiles in flight are shown a
yellow dots.
To lock on the radar to a target, press the T key. The AIS will first conside
what A2A weapon you have selected. It will prioritise existing targets and w
command the radar to lock on to the target most suitable for the selected
weapon. Suitability is usually a function of range to the target and the thre
level of the target. The greater the threat, the better the chance that it will
selected by the AIS as your locked target. Analyse your MFD carefully. It
may well turn out that the AIS-selected target is not the one that you want
lock. You may manually take command of this target selection process by
using the Z and X keys. The Z key will step to targets that are closer than
original target, and the X key will step to targets further away.
T HE PIRATE INFRARED S Y S T E M
DESCRIPTION
The Captor radar system is an active system, and the enemy can detect all
active systems. An alternative method for locating and identifying the enemy
is the use of Passive Infra-Red Airborne Tracking Equipment (PIRATE).
Pirate is a second-generation imaging infra-red (IIR) system and uses both a
forward-looking infra-red (FLIR) as well as an infrared search and track
(IRST) capability.
Figure 7 and 8 Pirate target view.
The Pirate IRST is invaluable as a means of visually identifying friend from
foe as well as providing a covert means of target search. The Pirate system
is an A2A system and is viewable anytime A2A weapons are selected. The
super cooled Pirate seeker is slewed to your radar or to your HMD and
provides a quick means of identifying a radar or visual contact. By detecting
both skin friction heat as well as engine emissions, the IRST provides a real
time electro-optical image of its target.
23
The IIR sensor is mounted forward of the cockpit on the left side of the
Eurofighter fuselage. This sensor can track a target much as the Captor
radar does. Because of this track capability, the IRST can be used to cue
short-range missiles such as the ASRAAM.
FEATURES AND OPERATION
The PIRATE system is displayed on an electro-optical MFD and may be
positioned in any one of the three MFD locations. The IRST is ‘on’ anytime
the MFD is displayed and A2A weapons are selected. It can display image
of targets as far as 20 nm away. The target’s actual airspeed will be
displayed at the top of the IRST MFD.
The IRST is usually slaved to the Captor radar and will display whatever
target the radar has locked on to. It is possible to use the IRST with the ra
off. To lock the IRST on to a target when the radar is off, press the T key.
The AIS will first consider what A2A weapon you have selected. It will
prioritise existing targets using data-link input from friendly air or ground
forces and will command the IRST to lock on to the target most suitable fo
the selected weapon. As with the Captor radar, suitability is usually a func
of range to the target and threat level. You may manually take command o
this target selection process by using the Z and X keys. The Z key will ste
targets that are closer than the original target, and the X key will step to
targets further away.
T HE T HERMAL I MAGING S YSTEM ( T I )
The TI system functions as a Forward Looking Infra-Red (FLIR) and is
designed to function essentially as an A2G IRST. The FLIR is used to target
A2G guided weapons such as the Penguin and Brimstone missiles and also
aids in the identification of ground targets.
Figure 9 TI of Tunguska at close range.
DESCRIPTION AND OPERATION
The TI works in the same manner as the IRST. The toggle to determine
which is in operation is the selection of A2A or A2G ordnance. With A2G
24
weapons selected, the MFD will display a FLIR image of the selected targ
Use the Z and X keys to scroll between TI targets.
To lock the FLIR on to a target, press the T key. The AIS will first consider
what A2G weapon you have selected. It will prioritise existing targets and
command the radar to lock on to the target most suitable for the selected
weapon. Suitability is usually a function of range to the target and threat
level. Because of this, you can expect the AIS to target AAA missile and g
threats before it targets other targets such as tanks. You may manually ta
command of this target selection process by using the Z and X keys. The
key will step to targets that are closer than the original target, and the X ke
will step to targets further away.
O THER S ENSOR S YS TE M S
In Typhoon’s Eurofighter, the Captor radar, PIRATE IRST, and TI FLIR ar
your primary sensors and will provide the bulk of the data to your
presentation systems. There are additional sensors built into the Eurofight
that will round out your detection suite. These are the Radar Warning
Receiver (RWR), the Laser Warning Receiver (LWR), and the Missile
Approach Warner (MAW). They provide the AIS with independent input
gathered from the external environment surrounding the Eurofighter. In
Typhoon, these systems operate automatically and require no pilot input.
The RWR detects and classifies radar signal from other A2A and A2G
emitters, using stored radar signature data on friendly and enemy radar
systems. This allows the RWR to not only determine target bearing but als
target identity. RWR units are contained in the left wingtip pod as well as
fuselage locations.
 Rear Missile Warning
Radar
A - Rear Missile Warning
F B - Flare Launcher (IR Decoys)
C - Chaff Launcher
D - Wingtip Pods for ESCM
E - Front Missile Warning
F - Laser Warning Device

E E

Weapon Pylon With

Flare Dispenser

D D
C B B C
A Figure 11 Typhoon counter-measures

Figure 10
The LWR performs the same task with regard to laser designators. Mounted
under the Eurofighter nose, the LWR detects any incoming laser energy and
determines its bearing.
The MAW is a system of small pulse Doppler radars built into the wing roots
and rear fuselage of the Eurofighter. The MAW is an active radar warning
system that scans the airspace surrounding the Eurofighter and is designed
to detect the launch and approach of both radar and heat seeking missile
threats. The MAW system is programmed to automatically dispense chaff
and flares in response to any approaching enemy missile. The MAW also
controls active jamming ECM. These jammers are located in the wingtip
pods.
D ATA P RESENTATION S YS TE MS
Your data presentation systems consist of the HUD (Heads Up Display), t
HMD (Helmet Mounted Display), and the Multi-Function Displays (MFD). T
MFDs consist of the DASS (Defensive Aids Sub-System), the MMD (Movi
Map Display), and the Aircraft Status Display (the radar and IRST MFDs
were discussed earlier in their respective sections). The amount of data
presented on these displays vary with the type of display selected and
whether or not the presentation is visual, aural, or both. Typhoon will displ
data to you in two forms. The most common type of display (and the one y
are most likely familiar with) is the HUD. Less common is the manner in
which Typhoon presents data in the form of MFDs that are projected on to
the visor of the pilot’s helmet. It is important to remember that the HUD an
HMD are nothing more than transparent screens upon which information i
projected. They do not contain all of the same data, however. The Typhoo
manual has a good description of each. This Guide will highlight selected
items and features of both that we consider of significance to you.

25
26
H EADS U P D ISPLAY ( H U D )

DESCRIPTION

The HUD is a wide angled, semi-reflective screen that covers a 35 degree

horizontal and 25 degree vertical coverage of the forward view off the nose of
the Eurofighter. The HUD is, in effect, a mirror that reflects light symbology
back towards the pilot’s head. This HUD symbology contains flight data such
as pitch, bank, heading, airspeed, and altitude values as well as tactical data
such as mission details and weapons status.

FEATURES AND OPERATION

Use the F1 key toggle to select a HUD only view. This changes your monitor
display from the Virtual Cockpit view and, in doing so, removes the canopy
structure and presents what the pilot would see if looking directly through the
HUD. Unlike the Virtual Cockpit view, this view may not be panned using the
NUMPAD keys.
Figure 12 The heads-up display (HUD)
You can change the brightness of the HUD display by using the H key. Use
this feature to make the HUD easier to read as the background lighting The HUD display shows aircraft pitch relative to the horizon by displaying
conditions change. There are two positions: regular and bright illumination. pitch bars of two types. These pitch bars show pitch attitudes in increment
of 5 degrees. Pitch bars above the horizon line are straight and have a leg
Press the NUMPAD 3 key to declutter the HUD. When multiple targets are each end that points down towards the horizon line. Pitch bars below the
displayed, the declutter feature may be used to remove all targets except for horizon are segmented and have an inverted ‘V’ on each leg that points up
the current target. Doing so may clarify the HUD/HMD display, but remember the horizon line. Use the legs and ‘V’s to easily determine your attitude
that this will also remove the gun cross. Because of the importance of this in relative to the horizon.
weapons delivery, their removal is not recommended.

27
 Pitch Bar
Horizon Line
Figure 13 The helmet-mounted display (HMD).
H ELMET M OUNTED D ISPLAY ( H M D )
DESCRIPTION
The real world Eurofighter pilot uses a helmet mounted sight (HMS) built into
his helmet. His helmet visor is used to project data images in a manner
similar to the HUD. This data includes HUD flight data as well as targeting
information. Typhoon has modified the real world HMS into the Helmet
Mounted Display (HMD). The HMD contains all HUD data with the exception
of attitude and flight path data (pitch and bank bars and flight path/gun cross
markers). In addition, the HMD may display up to three MFDs as selected by
the pilot. The HMD functions as a targeting device much in the same manner
as the HMS. This targeting feature allows off-boresight launch of short range
A2A and A2G ordnance.
28
Figure 14 The HMD and MFD overlays.
FEATURES AND OPERATION
All internal cockpit views except for the HUD-only view are HMD views.
These include the Virtual Cockpit (F1) and padlock views (F2, F3, and F4)
no padlock object is available, the padlock view will revert to the HMD.
All non-padlock HMD views may be panned using the NUMPAD keys. Use
the 4 key to move the HMD view to the left and the 6 key to move the view
right. You can pan the HMD vertically by using the 2 key to move the cent
of the view up and the 8 key to move the centre down.
Use the F12 key to zoom in the HMD view. The view will zoom in to a poin
centred in the HMD view unless the HMD is padlocked. When padlocked,
HMD will zoom in to the padlock object. Use the F11 key to return to a
normal HMD view. The zoom in and zoom out feature is incremental.
Use the 3 key to declutter the HMD. If padlock is not selected, the declutter
feature will only remove the velocity vector and gun cross. If the HMD is
padlocked, the declutter will remove all target symbols other than the
padlocked target. Use this feature when targets are in close proximity to each
other. You may use the target cycle feature (Z and X keys) in the declutter
mode.
T HE M U L T I-F UNCTION D ISPLAYS ( M F D )
The first time you fire up your Eurofighter, one thing is going to be obvious.
Your cockpit view does not look much like other sim’s you may have flown.
The HUD looks somewhat familiar…but what about the instrument panel?
The next picture shows the centre instrument panel below the HUD.
Figure 15 Non-active MFDs in the cockpit.
29
In fact, Typhoon lacks an operating instrument panel. Let’s explain what w
mean. In the last few years, we have seen simulations of the F-16 and F/A
18 that are excellent replications of those aircraft. Their instrument panels
are amazingly accurate in their simulation of actual fighter avionics. If you
want to operate the radar, the simulation radar panel allows you to
manipulate that system using mouse clicks to select various modes, range
etc.
These recent simulations replicate real life F-16s and F/A-18s. Real life
fighters have a certain level of technology in their cockpit instrumentation
presentation, and this technology has its roots in the past. Despite signific
improvements in avionics sophistication, much of the pilot workload in the
fighters is manual. The pilot has to take the time to solve a given problem,
and then he must manipulate his avionics (radar, ECM, etc) to achieve the
desired result. This invites pilot error and, more importantly in the heat of t
battle, takes time…time that the pilot might better spend on other decision
making.
Typhoon, on the other hand, does not have its roots in the past. The
Eurofighter is the next generation fighter. Typhoon is set in the year 2015,
and by that time we can expect the Eurofighter to be fully operational in th
NATO air forces. In the military world, one of the most common of errors is
train today to fight the battles of the past. The Eurofighter’s designers
recognized this. They did not want to design a better F-16 or F/A-18…
Instead, they set the best air combat thinkers loose with the mission of
designing a weapon system as free as possible from the constraints of the
past. The result is a highly automated weapon system that handles much
the workload of the pilot.
The designers of the Eurofighter realized that the conditions that result in
manual selection of MFD modes of operation could be programmed to
automatically occur based upon the nature and lethality of the air battle
surrounding the Eurofighter. This technology has the popular name of
‘sensor fusion’, and both the Eurofighter and the F-22 Raptor share this
newest of avionics technology.
In the past, sensors such as the radar and electronic warning systems were
all treated as solitary systems. It was up to the pilot to analyse and prioritise
each sensor’s display. This took time, increased pilot workload, and was
subject to human error. To minimize this potential degradation in system
effectiveness, both the Eurofighter and the F-22 use a central processing
feature known as the Attack and Identification System (AIS). The AIS
combines the Eurofighter’s on board data sources such as the radar, DASS,
armament control system, navigation, and communication systems into a
single source informational system for the pilot. The AIS reduces the
possibility of conflicting data from other sensors, and the pilot’s need to
crosscheck a variety of displays. The result is an increase in situational
awareness.
This technology is certainly impressive…but this still does not explain the
Virtual Cockpit and HMD displays in Typhoon. The real life Eurofighter has
MFDs on the instrument panel…not in the HMD. The real life HMD has
targeting and flight data but not MFD data. Why was this feature put into the
Typhoon game? The answer is one of technological compromise and
playability.
was struck. In lacking a VTAS capability, Typhoon moved the MFDs to the
HMD and simplified their control by minimizing the keystrokes needed for
their operation.
And that is the story behind Typhoon’s Virtual Cockpit and MFD displays.
While the HMD use of MFDs may not be exactly true to life, the rationale f
programming the game in this fashion is valid. The overall effect is one of
advanced technology and sensor fusion…that is what the real life Eurofigh
can do for its pilots…and that is what this game can do for you.
One other item should be mentioned, one that may have caused some
confusion in those players unfamiliar with the HMD display in Typhoon. W
know that the HMD display is always present. We need to point out that th
player is looking through the HMD at whatever is on the MFDs or in the
background, depending on his point of focus. When the player focuses on
the MFDs, the background detail is still present. Thus, when looking into th
cockpit, the instrument panel details will be visible behind the MFDs. That
why some screenshots include bits and pieces of instrument panel detail.
The player should ignore these details. In the next figure, you can see the
DASS and radar MFDs in the foreground and the instrument panel in the
background.

Yes, the real life Eurofighter has an instrument panel…and the MFDs are on
that instrument panel. And the real life aircraft has one other feature…a
system known as the VTAS…Voice, Throttle and Stick. Using VTAS, the
Eurofighter pilot can use voice commands to change MFD modes, avionics
settings, and so on. VTAS gives the real life Eurofighter pilot a near hands-off
capability with regard to instrument manipulation, but is, unfortunately, very
hard to replicate in a flight simulation for home computers. So, a compromise

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Figure 16. Now that you are familiar with the rationale behind your cockpit
design, its systems and layout, let’s take a look at the MFDs.

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T HE D EFENSIVE A IDS S U B- SYSTEM (DASS) The DASS is your primary defensive system and provides the pilot with a
“God’s-eye” view of the battle. The DASS receives inputs from sensors
DESCRIPTION installed on the Eurofighter as well as uplinked info from other friendly air
ground weapon systems. Your DASS does two things for you. First, its MF
provides a visual display of threats in your immediate area and highlights
those that are of the most danger to you. Second, when necessary, the
Selected Target DASS responds to these threats with aural warnings to the pilot. If the DA
detects a hostile missile launch against you, it automatically dispenses bo
chaff and flares and initiates an ECM program to defeat the oncoming
Ground Target missile.

Navigation Route FEATURES AND OPERATION

Select the DASS MFD using the Shift-M key combination. It is the only
display that may be selected to any of the three MFDs. As a technique, we
recommend selecting the DASS MFD to the centre position, leaving the rig
and left MFD positions for the radar and IRST MFDs.

Figure 17 The DASS MFD
The Eurofighter’s designers had to keep in mind the ever-increasing hostile
nature of a modern air combat battlefield. Air to air and air to ground threats
have continued to increase in lethality and are not as easily fooled as they
once may have been. To counter this threat, the Eurofighter has been
equipped with a full set of detection and counter-measure systems capable
of a full spherical 360 degrees of detection and protection.
The DASS display is similar to the radar MFD. Objects are colour coded re
for enemy, orange for unknowns, and green for friendly. Aircraft are small
squares, land objects are crosses, and naval objects are inverted Ts. Whe
you lock on to an object, it will have a small white circle around it. The whi
pointers show friendly aircraft and target heading relative to your own. Not
that the declutter function applies only to the HUD/MMD and has no effect
any MFD.
The miles scale of the DASS is smaller than the radar MFD, but the amou
of airspace covered is larger. The maximum depicted range is approximat
40 nm, and your location on the MFD is at the centre intersection of the
‘crosshair’ blue lines, allowing you to ‘see’ a full 360 degrees around your
aircraft. The scale of the DASS MFD may be changed by using the / key t
reduce range and the ‘ key to increase range. Use this feature to clarify th
tactical situation when multiple targets are present.

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Friendly and enemy aircraft flight path history is shown as a coloured trace
extending from the rear of the aircraft symbol.

Target Trace

Friendly Trace

Figure 18 The DASS showing aircraft history traces.

33
M OVING M AP D ISPLAY ( M M D )
DESCRIPTION
In the real life Eurofighter, the map is displayed using a database of terrain
elevation values. The position of the Eurofighter is determined using inertial
navigation (INS) and GPS inputs. This allows the Eurofighter pilot to navigate
at low altitude without having to use a mapping radar or rely upon a radar
altimeter to provide terrain collision warning. The Eurofighter compares its
plotted INS/GPS position to its elevation database to determine ground
clearance requirements. In doing so, the Eurofighter avoids having to
transmit radar signals that may be detected by an enemy.
Figure 19 The moving map display.
The Typhoon MMD is a simplified replication of this system. The MMD map
is coloured to represent elevation changes, higher elevations having a dark
34
hue, while low lying terrain is coloured light green. Your route is displayed
the MMD as a series of blue lines between waypoints. This route will
terminate at the target, which is shown as a red triangle.
Cultural details such as cities, ports, and airfields are shown when the MM
scale is reduced using the / and ‘ keys.
FEATURES AND OPERATION
The MMD MFD may be placed at either right or left position. The MMD ran
scale is the same as the DASS MFD. You may change this range value by
using the same / and ‘ keys
A IRCRAFT S TATUS D ISPLAYS
The aircraft status MFD is always located in the centre MFD position. Use
the Home key to bring up the status MFDs, and use the End key to cycle
between the four MFD types.
FUEL STATUS
Few things are more critical to mission success than having enough fuel to
complete the mission and still make it home! Your fuel status display
provides a ready reference that allows you to quickly assess your existing
fuel state and compare that value to your mission goals. While your missio
planning allowed sufficient fuel to complete the mission, unforeseen
circumstances may occur that will make this difficult to impossible.
 The displayed fuel quantities are dynamic. This means the quantity display
is a function of your present flight conditions. If you change your throttle
position or heading, you can expect the quantities shown to change as we
For example, if you are headed away from your home base, the home bas
fuel displayed will be less than if you were to turn around and head back
towards that base.

The total fuel bar will only be full length if external fuel tanks are carried.

STORES

The stores MFD displays a plan view of all external stores presently on yo
aircraft. As stores are expended, their symbols will disappear. Your curren
load of chaff and flares will also be displayed as a number in the upper lef
and right hand corner of the MFD, for example, if you had 150 chaff bundl
left, the MFD will show ‘C:150’.

Figure 20. The fuel status display.

When you assess your fuel state, you need to know several things. Can I
make it to the target? Can I make it back to base? Can I even make it to an
emergency base? Your fuel panel helps you answer these questions.

The fuel panel MFD displays fuel state as a horizontal bar that moves left as
your fuel is consumed. As the fuel bar moves left, it begins as a green colour,
then changes to orange to tell you that your fuel quantity decreasing to
critical levels for the planned mission profile. Finally, the fuel bar will change
to red when you no longer have enough fuel to complete the mission as
planned.

Four different fuel levels are shown, your total fuel, fuel needed to get to the
next waypoint, fuel needed to return to your home base, and the fuel needed
to make it to the closest recovery base.

Figure 21. The weapons display.

35
SYSTEM
The system MFD is a list of selected aircraft systems. When a system is fully
operational, it is shown with a green background colour. If your Eurofighter
takes combat damage, the systems MFD will show which components are
damaged and to what extent. Orange means partially damaged, and red
means the component is out of action.
Figure 22 and 23. The systems displays before and after warnings.
AUTOPILOT
The autopilot MFD is used to display which autopilot setting is being used. In
addition, when the autopilot is in use, the HUD will show a flashing ‘autopilot’
visual reminder.
You have two choices of autopilot control, waypoint following and auto-
throttle (constant airspeed) mode. The mode you have selected will be
displayed in white, and the other in red. Initiate and terminate autopilot
operation by pressing the A key. The system will always begin in the
waypoint mode. If you desire the autopilot to operate in airspeed mode,
select Shift-A after entering autopilot mode. Subsequent mode changes are
accomplished using the Shift-A key combination.
36
Use waypoint tracking to navigate to a selected waypoint. Use the Q and W
keys to select either the previous waypoint (Q) or the next waypoint (W). If
you select this mode immediately after takeoff, the autopilot will climb to th
pre-programmed altitude. Each navigation route has a pre-planned altitud
you are below this altitude when you select waypoint mode, the autopilot w
climb you to the desired altitude. If you are above this altitude when you
select the waypoint mode, the autopilot will maintain your altitude. In any
case, you will be responsible for controlling your throttle. Crosscheck that
waypoint feature on the autopilot MFD is white.
Figure 24 The waypoint autopilot MFD.
Select the auto-throttle (constant airspeed) mode by pressing the Shift-A
keys after initially entering the autopilot mode by pressing the A key. In the
airspeed mode, the Eurofighter will attempt to maintain the speed that you
were at when the mode was selected. This may not guarantee a perfect
constant speed. The autopilot in this mode will vary the throttles between
and full afterburner to attempt to hold the speed you were at when the mo
was initiated. Depending on gross weight, altitude, and G load, this may n
be possible. This essentially allows you to maintain a ‘hands off the throttl
flight or engagement. This is particularly useful when landing or in a ‘turn a
burn’ dogfight when you want to maintain your best turn airspeed. In this
mode, check the autopilot MFD to assure the throttle box is illuminated white
and that the desired airspeed is indicated.
Figure 25. The auto throttle autopilot MFD.
There is one additional type of presentation display. Your Eurofighter has a
voice synthesizer programmed to announce a variety of system faults and
tactical warnings. Sometimes referred to as ‘Nagging Nora’, the voice
synthesizer is a valuable aural cue to help you maintain the highest levels of
situational awareness.
C OMMUNICATION S YS TEMS
UHF RADIO AND D ATA L I N K
These consist of your UHF radio and your data link. While your UHF radio is
obviously a manually operated system, the data link is an automatic transmit
and receive form of radio communications that is very resistant to enemy
detection and interrogation. Historically, data link has been used to transmit
37
intercept information from ground radar stations to airborne fighters. In
Typhoon, this capability is provided by friendly ground forces. Most of you
off-board tactical intercept data will come from a data link transmission.
Your UHF radio gives you the ability to command the battle arena at long
distance, arrange your formation members, and assign and order weapon
launches on the enemy.
FEATURES AND OPERATION
Typhoon has a complete and sizable communications suite. While you ma
choose to enter the fight without attempting to communicate with other flig
members, to do so puts you at a significant loss. The list of communication
commands is designed to allow you to use your wingmen and supporting
flights to best advantage as you concentrate on successfully attacking the
primary target.
Enter the communications suite with the Tab key. Follow the menu to the
section that you need. Note the two-colour coding. If a command is in red,
is not usable at that moment. This may also tell you what systems are in u
For example, when selecting the Mission Menu, if you see that the ‘Radar
Off’ selection is red, then you know that the command is unusable, and
therefore the radar is already off. In the next figure, you see that the numb
2, 3, and 4 positions are coloured red, indicating that there are no strike,
escort, or Wild Weasel flights on this mission for the player to command.
Figure 26. The communications menu.

At this point, one thing should be clear - the avionics program in Typhoon is
comprehensive, detailed, and yet relatively easy to operate. For you the
question is simple. What does all of this do for you, and how do you make it
work to your best advantage? The next section will discuss specific tactics
and techniques for employing the Typhoon in aerial combat.

38
CHAPTER 3 HOW TO USE THE
TYPHOON VIEWING SYSTEM

“Kill the bandit, live to fight again another day.” A simple proposition to make,
but not so simple in execution. “Lose sight, lose the fight.” Many a fighter
pilot has gone to the big hangar in the sky after having violated that bit of
wisdom. In Typhoon, you will use its superior avionics to enter the
engagement with many advantages, do not throw it all away by losing the
tally ho. Fortunately, you have an equally superior set of player views to help
you ensure that possibility never happens.

Typhoon is configured with an unusually wide range of player views. Not all
of these views were intended for use in air-to-air game play. Some of the
views have been included strictly for their entertainment value, they provide a
visually exciting and panoramic look at aerial warfare that comes closer to
being a documentary rather than an air combat flight simulation.
For our purposes, however, three sets of player views provide us with an
“inside the cockpit” as well as an external perspective that are unsurpassed
in their replication of the visual and visceral feel of air combat. These views
are the Virtual Cockpit view, the HUD view, and the Padlock views.
The Virtual Cockpit
DESCRIPTION
The Virtual Cockpit is how the Eurofighter pilot sees the world through his
helmet visor. In Typhoon, the pilot’s helmet has an active Helmet Mounted
Display (HMD) that projects flight and targeting data onto the helmet visor.
When you pan the Virtual Cockpit view around, you see background details
through this data. While the Eurofighter instrument panel includes several
features that are operational, the majority of pilot information comes from the
HMD.
Figure 27. Looking left in the virtual cockpit.
Please note this point. The HMD and HUD contain a number of common
display items. Because of this, the HMD display when looking forward in it
centered view is very similar to the HUD view. In this position, the HMD
display contains all of the HUD data. However, when the Virtual Cockpit v
is panned away from the HUD area, the HMD will continue to display HUD
data except for the pitch ladder, velocity vector, and gun cross.
Unlike the HUD view, the Virtual Cockpit also responds to pilot stick
movement. Positive G forces will make the screen ‘bob’ as the view attem
to replicate head movement.
When you pan the Virtual Cockpit view away from the cockpit structure an
up into the clear canopy areas, cues are included to help you maintain you
orientation. These cues are canopy markers on the sides and top of the
canopy that are designed to orient you to the nose of the aircraft. The can
markers will be discussed in detail at the end of this section.

39
FEATURES AND OPERATION
The F1 key is used to select the Virtual Cockpit view. In its default position,
this view is centred on the nose of the Eurofighter. The view includes the
HUD and the upper portion of the instrument panel.
Figure 28 The starting point for the virtual cockpit.
This view may be modified by using the H key to adjust the brightness of the
HUD. During A2A or A2G attacks, the declutter feature will remove all target
symbols from the view except for your selected target.
You can simulate the pilot scanning around his aircraft by using the pan
feature of the Virtual Cockpit. Use the NUMPAD keys or your flight stick ‘hat’
switch for this function. The 2 and 6 keys are for left and right panning, and
the 2 and 8 are for up and down panning. You may also pan down into the
cockpit interior. If you do, you can watch the Eurofighter stick and throttle
respond to your actual controller movements.
40
Your panning limits are from your 12 o’clock back to approximately your 5
and 7 o’clock positions, or approximately 30 degrees off your tail. You may
pan vertically to about 90 degrees. The next screenshot shows the aft limi
when looking back to your 7 o’clock. Note that once your panned Virtual
Cockpit view is moved past the HUD, the pitch bars, gun cross, and VV
disappear. These items are a feature of only the HUD (and not the HMD)
therefore are seen only when the HUD is in view.
Note The Lack Of
Pitch Bars, VV, and
Gun Cross
Figure 29. Looking back over your left shoulder.
You can also ‘zoom’ in the Virtual Cockpit view to get a close look at dista
objects. Use the F12 key to zoom in, and the F11 key to zoom back out. T
F1 key will also return you to the forward view. You can zoom in and out in
increments by depressing the F12 and F11 keys momentarily. Be careful
when using the zoom feature. You will find that your flight sensitivity is gre
increased. Avoid over-controlling by making smooth, small stick inputs.
Here is the zoom feature. The first screenshot shows the regular view as
seen through the HUD. The second shows the same view at maximum
magnification. In both views, the declutter feature has been used to clarify
the picture.

Figure 31. The zoomed in view.

Figure 30. The zoomed out view.

In the zoom mode, the HUD pitch bars will increase in size. The other HUD
text and symbols remain in their original size.

Use the Insert, Home, and Page Up keys to add MFDs to the bottom of the
Virtual Cockpit view. The aircraft status series of MFDs (autopilot, fuel,
system, and stores) will only appear in the centre MFD position. Use the
Delete, End, and Page Down keys to cycle which system the MFD displays.

Figure 32. MFDs in the virtual cockpit.

41
T HE HUD VI E W
DESCRIPTION
The through-the-HUD view of the airspace directly in front of your aircraft is
the most traditional of air combat views. The HUD view contains nearly all
the information you will need to initiate and terminate the final stage of your
attack and weapons employment. Known in the past as the “gunsight” or the
“combining glass,” the HUD functions minimally as nothing else than an
aiming device. But of course, it is much more than that. The Typhoon HUD
provides you with comprehensive information on your flight conditions, your
weapons status, and target data. The MFDs can be brought into view and
are functional.
Figure 33. The full-screen HUD view.
42
You need to be clear about the difference between the HUD view and HU
data. The HUD view is a fixed look out the nose of the Eurofighter. The HU
itself is a plate of glass mounted on the top of the instrument panel that ac
as a mirror to reflect a light image back towards the pilot’s head.
The HUD data display is that light image. It is the same image that is
projected on to the pilot’s HMD (minus the pitch bars, velocity vector, and
gun cross). When displayed on the HUD, this data is stationary, and when
displayed on the HMD, this data moves as the pilot moves his head.
Because the HUD view is stationary, you cannot pan this view.
FEATURES AND OPERATION
Select the HUD view by depressing the F1 key again when in the Virtual
Cockpit view. This will remove the HUD frame and cockpit glare shield and
replace them with an unimpeded 12 o’clock view with all of the HUD
information as before. The effect is as if the pilot moved his seat closer to
HUD. This view cannot be panned using the hat switch or keyboard keys.
The HUD view does not respond to positive and negative G forces as doe
the Virtual Cockpit. Because the HUD view is fixed and does not move, it
good choice for weapons employment or anytime that you need a stable
aiming platform.
Use the Insert, Home, and Page Up keys to add MFDs to the bottom of th
HUD view. The systems MFD will only appear in the centre MFD position.
Use the Delete, End, and Page Down keys to cycle which system the MFD
displays.
While we are on the subject, let’s talk a little about HUD symbology and da
The Typhoon manual has a good coverage of this, so we’ll just touch upon
some items that we think to be of particular importance or that need
additional explanation.
F LIGHT D A T A

ENERGY INDICATOR RATE OF CHANGE SYMBOLS Energy Rate Indicators

These are V shaped symbols that move about the edge of the HUD/HMD
area, top, bottom, and sides. These symbols can be used to monitor how
well you are maintaining your energy in a fight. They basically tell you if you
are maintaining, gaining, or losing airspeed. Extra Leg

Speed Brake Indicator

When you are ‘on speed’ and neither gaining nor losing energy (speed), the
symbol will be a sideways V. If you begin to gain or lose energy, the V will
change to include a top or bottom leg. The space between the leg and the V
will vary to show you the magnitude of your energy change.

The Performance section of this guide has an excellent discussion of

manoeuvring speed and Corner Velocity. Your objective in a fight is to
maintain your energy (usually thought of as indicated airspeed) at a certain
desired level. These rate of change V symbols give you a visual readout of
your speed gain or loss. During normal manoeuvring speeds, the symbols
will be arranged along the left and right sides of the HUD/HMD, and they will
be pointing in towards the centre of the HUD/HMD. At low speeds, the V
symbols will be near the bottom of the HUD/HMD. As your speed increases,
these V symbols will move up the sides of the display. At very high or low
speeds, the V symbols will be arranged across the top or bottom of the
HUD/HMD, respectively.
Figure 34. The energy management indicators.
Please note that these cues indicate your energy gain or loss relative to yo
current speed, whatever that may be. These cues only have a relevance t
desired speed when you are at that speed or are attempting to reach that
speed. What this means is that if you want to use these cues to maintain a
advantageous manoeuvring speed (such as Corner Velocity), you must fir
establish that speed.

In the next picture, note that the speed brake is out. As the aircraft slows
down, the energy rate indicator splits, and a single leg appears below the V
symbol. The distance between the leg and the V is representative of the
magnitude of the change in speed (energy), the larger the gap, the greater
the change in airspeed.
ALTIMETER
The altimeter displays altitude in two forms. Up to 5000 feet above the
ground, it will show your actual altitude above that terrain. As you fly along
level flight, you will see the altimeter change as you fly over rising and falli
terrain. In this situation, the altimeter acts like a radar altimeter.

43
Above 5000 feet, the altimeter reverts to showing your altitude in feet above
sea level. In this situation, if you fly in level flight over changing terrain, the
altimeter reading remains constant and functions as a barometric altimeter.
Altimeter Showing
Thousands Of Feet
Above Sea Level
Figure 35. The altimeter works as both barometric and Radalt.
GUN CROSS
The gun cross symbol is a +, and you will find it centred in the HUD view. It is
displayed only on the HUD, and is only visible in the HMD when you are
looking straight through the HUD. The gun cross is the point on the HUD
where your gun is pointed. It is analogous to the fixed sight of early WW2
fighters. Think of the gun cross as the position that the gun sight ‘snake’ is
attached to.
VELOCITY VECTOR (VV)
The velocity vector symbol (-o-) represents the point that your aircraft is flying
towards. Think of the VV as your flight path. It is not the nose of your aircraft,
at high angles of attack (high G or slow speed), the VV will move towards the
44
lower part of the HUD. Remember, the VV is where your aircraft is going,
where it is pointed! To visualize this, think of the gun cross as the ‘nose’ o
your Eurofighter, the gun cross is where you are pointed. In simple terms,
difference between the gun cross and the VV is essentially your angle of
attack.
Gun Cross
Velocity Vector
Figure 36. The gun cross and velocity vector.
TERPROM
The TERPROM is a low altitude flight alert system that helps you avoid fly
into the ground. The TERPROM symbol functions only in the HUD view, a
is a small rectangle that is superimposed over the ground in front of your
nose. If you fly to keep your VV on or above the TERPROM box, you shou
be reasonably assured of not impacting the ground. Be careful, however.
steep descents or when approaching rapidly rising terrain, use caution in
putting your complete trust in the TERPROM. Instead, fly the VV above th
terrain contour to ensure ground clearance.
 padlock track a target when aircraft structure or terrain gets in the way. Yo
padlock views will remain in the Virtual Cockpit or HUD view until an objec
available to be padlocked.

The game artificial intelligence (AI) will determine the visual range limits
depending on target relative size. The Typhoon padlock will function out to
TERPROM target range of approximately 5 nm for both A2A and A2G targets. You ma
lock your radar and IRST/TI on to a target at greater ranges, but the padlo
view will not function until you get to within 5 nm. If you lock a target and t
press the F2 key and nothing happens, it is most likely because you are o
of range. Use the HUD/HMD target range data to note target range.

Figure 37. The TERPROM box

T HE P ADLOCK V I E W S

DESCRIPTION
Target Range
The padlock view is one of the most popular views for simulation pilots
engaging in manoeuvring air combat. The three dimensional aspect of both
A2A and A2G manoeuvres tend to make some of the other view types (such
as the fixed and pan views) less effective. A padlock view shows what a pilot
would see if he were to look straight at his target regardless of where his
aircraft is pointed. The padlock has two main features. First, it lets the pilot
look in nearly any direction to focus on his target, and second, once the view
is locked on to the target, it will then continue to track it without further pilot Figure 38. Target range indicator.
action.
The Typhoon padlock will continue to display a target symbol on your HMD
There are limitations to using the padlock. These deal with the range at as you manoeuvre around the target, as long as range limits are not
which the padlock will lock on to the target and the practicality of having the exceeded. If your manoeuvring results in the target symbol entering areas

45
aircraft structure, the padlock will normally retain its lock since the target
position is stored in on-board computer memory. The issue of terrain is more Target Cueing Symbol
problematic.

You may expect the padlock to eventually break lock if terrain comes
between you and the target. Our experience with this issue leads us to
expect that the padlock will not hold its lock. However, this is not a hard fact,
we have seen situations where the padlock retains its lock for brief periods
when terrain obscures the target. If the padlock does break lock, all is not
lost. The AIS retains that target as its selected target. Once you manoeuvre
away from the intervening terrain, the target symbol should take you back to
the target. Look for the target cueing symbol that moves about the periphery
of the monitor screen to point you back to the target.

The next screenshot is the wingman padlock. You are looking to your right at
your wingman. The cueing symbol is at the top left side of the picture, telling
you to look left for the target. Notice the DASS and radar MFDs. The target is
Figure 39. Note the target cueing symbol.
on your nose.
The padlock view includes two cues designed to increase your situational
Regardless of whether or not the padlock view is maintained, the retention of
awareness of target position relative to you, these are the aspect angle
that target as the selected target and the continued display of the padlock
symbology and the canopy markers. The aspect angle symbology gives y
target symbol when the actual target has disappeared behind aircraft
a way of visualizing your position relative to the target regardless of wheth
structure or terrain makes the Typhoon padlock different from padlock views
the target is actually visible in the HUD or HMD. The canopy markers are
in other simulations. Remember, in the Eurofighter HUD or HMD, the padlock
intended to be a visual indication of where your aircraft nose is pointing. T
target symbol is computer generated. It is not a visual cue of what the pilot is
final part of this section has a detailed discussion of these two features.
actually seeing; it is a computer display of target location and therefore is
usually visible anytime the target is within range limits.
Typhoon offers you the option of three padlock views. These are the targe
threat, and wingman padlocks. Each view comes as an internal and extern
The IRST MFD image is affected by intervening terrain since the IRST
view. All internal padlock views may be incrementally zoomed in (F12 key
depends on line-of-sight (LOS) contact with the target. The IRST image will
and out (F11 key); the external padlocks may not.
disappear whenever its LOS requirement is lost.
The internal padlock views will contain the same MFDs that were selected
the Virtual Cockpit or HUD views.

46
THE TARGET PADLOCK
Your AI will assign targets based upon the weapon selected and the threat
level of the target. You must have an A2A weapon selected to lock up an
A2A target. If you have an A2G weapon selected, the AI will select the most
appropriate target for that weapon. Use the Enter key to select A2A weapons
and the Backspace key to select A2G weapons.
In the next screenshot, you can see multiple targets in addition to the lock
target. You may remove these additional targets by using the declutter
feature, the NUMPAD 3 key. The declutter feature will also remove the gu
cross and VV. These are useful pilot cues for some types of weapons
delivery, so use caution when using the declutter feature.

When within approximately 5 nm of the selected A2A or A2G target, press

the F2 key to select a padlock view of that target. This will become your
primary target. Once locked, the square target symbol will be overlaid with a
diamond. You may cycle to other targets using the Z and X keys. If you have
Current
the IRST MFD on, the IRST will show the locked target. Target

Target cycling is a function of target range. After locking the current target by Additional Targets
using the T key, pressing the X key will step to the next furthest away target.
Pressing the Z key will reverse the step process. The AI will cycle through
the targets that are within the 5 nm range limits.

Figure 41. The same targets on the HUD.

Using this declutter feature will not affect your ability to cycle targets. After
selecting declutter, a new target will be displayed each time you use the
cycle function. This next picture is the same screenshot with the additiona
Closest Target Second Target Third Target Fourth Target
targets removed using the declutter mode.
Figure 40. Cycling targets withy Z and X.

Target cycling allows you to set your current target without respect to the
level of threat that the target may pose. The next series of DASS MFD

screenshots shows a multi-bogey gaggle where I have cycled through the

targets. Notice how the step process varies with target range.

47
 Current Target

In Declutter mode, the

additional targets are not
shown

Figure 43. Internal padlock tracking a bandit.

Figure 42. The HUD in declutter mode.
Cycle targets carefully. When you cycle your target selection, the padlock
view will instantly change to the new target, this can be very disorienting if
you are unprepared for the screen shift.
The HMD shows what it would look like if you were to look right at the
selected target. This view contains all of the symbology found in the HUD
and virtual cockpit views except for the pitch ladder, velocity vector, and th
gun cross. This HMD view stays “padlocked” on to the target regardless o
where your aircraft is actually pointed. If the target is in front of your aircra
then the view will include all or part of the HUD, depending on how close t
target is to your 12 o’clock.

The target padlock has an internal (HMD) and an external view. Your first
press of the F2 key brings up the HMD view. In the next screenshot, you are
looking at a bandit as it flys over the top of your aircraft. This is the internal
padlock.
When in the internal padlock, you may zoom in on the target by using the
F12 key. Return to normal magnification by using the F11 key. A second
press of the F2 key will switch the view to an external “player-to-target” vie
of your aircraft. The perspective this view gives is one of looking through y
Eurofighter at the target. Note that the target is always centred in the midd
of the screen. Your aircraft is usually shown below the target. The next
screenshot is the external padlock view of the previous internal padlock.

48

Figure 44. Padlock external view.
The target aircraft will be visible in the background only when in visual range,
typically, this range has a maximum of about five miles. At its maximum
range, a small target (such as a tank or fighter) will be very hard to see. The
target location will be in the centre of your monitor screen.
If the target moves outside this maximum range, your view will revert to the
forward view (F1). Should this occur, you will have to manoeuvre back into
padlock range before you can change the view back to padlock. The target
will remain ‘locked’, however. Your DASS and radar MFDs will not be
affected by the status of the padlock function. In addition, the padlock view
may not be used to padlock a target that is outside of visual range. A more
detailed discussion of this view will follow later.
49
THE THREAT PADLOCK
Press the F3 key to select a padlock view of an enemy missile targeted on
your aircraft or the enemy aircraft that is the most immediate threat to you
no missile has yet been launched at you. This view functions only when yo
are being fired upon or threatened. As with the target padlock, a second
press of the F3 key will select the “player-to-threat” external view.
Figure 45. The threat padlock external view.
The threat padlock is governed by the same range constraints as with the
target padlock, an enemy plane must be within 5 nm before it will be
displayed on the threat padlock. You may use the F12 key to zoom the
internal threat padlock view in on the threat.
The threat padlock and external views will automatically revert to the F1
forward view whenever the threat missile or aircraft no longer poses a
danger.
THE WINGMAN PADLOCK

Figure 46. Wingman padlock. Figure 47. External wingman padlock.

Press the F4 key to padlock your wingman. Range constraints remain the
same. A second press of the F4 key will display the external wingman
padlock.

50
THE TARGET ASPECT ANGLE INDICATOR
Once you lock a target, a diamond forms around the target square. This
diamond has a small ‘leg’ or pointer on it, and this pointer is the aspect angle Aspect Pointer
indicator. The symbol looks like this.

Aspect Pointer

Target Symbol

Figure 49. The aspect pointer in padlock view.

Lock On
Diamond
saying to the attacker, “This is how the target looks to you.” If the attacker
Target
Square
can visualize how the target looks, then it is much easier for the attacker t
come up with a plan to manoeuvre against the target. All of this is pretty
obvious if the attacker can visually see the target. But what if the target is
of visual range and is only a ‘blip’ on a radarscope? It would be
advantageous if the attacker could somehow ‘see’ the target relative to
himself… that is what an aspect angle indicator does for an attacker. In BV
Figure 48. The targeting symbology. situations, it presents a perspective of the target that the attacker can then
use to develop a manoeuvre plan. Here is the definition of aspect angle:
When you padlock a target, the target symbol will be centred in the middle of
the screen as the next picture shows. Aspect angle is an angle that defines the attacker’s position relative to the
target. In measuring this angle, we begin at the tail of the target and arc
The first question that comes to mind is “What is aspect angle?”, and the around to the position of the attacker. This 360 degree arc is divided into t
second is “Why do I need to know it?”. To understand aspect angle, we begin 180 degree parts, from the 6 o’clock position counter-clockwise to 12 o’clo
with two aircraft, an attacker and a target. Aspect angle is a measure of the is referred to as the “right” side, and from 6 o’clock clockwise to 12 o’clock
attacker’s position relative to the target. In effect, aspect angle is a way of the “left”.

51
 g
i
°R
0
5
1
c
e
p
s
tA
h its nose, and if the aspect angle is 90, we are looking at its side. But which
side?

°
0
8
1 That is where the ‘Right’ and ‘Left’ terms enter the picture. A 90 Right asp
angle means we are looking at the side of the target as it moves from left t
right across our line of sight. A 45 Left aspect angle means we are looking
the target from behind its wing line as it moves right to left across our line
sight. Please understand that this does not necessarily tell you what part o
the target you are looking at. Imagine a target at your 3 o’clock. When you
turn your head to look at it, you are seeing a 90 Right aspect. We assume
°L
0
9 °R
0
9 the target is ‘upright’ relative to us. As such, we are looking at its right side
Now, let’s have the target maintain its position, but roll inverted. Now, in its
upside down position, we are looking at its LEFT side. No matter! Both
situations are 90 Right aspects. Aspect is only concerned with relative
movement across our line of sight, it is not concerned with the actual part
the target that you see. The next screenshot shows a 90 degree Left aspe
but look at the IRST image. The target is inverted. We are actually looking
°
0
c
p
s
ftA
e
°L
5
4 its right side. As far as aspect angle is concerned, this is irrelevant. The
aspect pointer shows a target that is moving right to left, and we are about
Figure 50. Aspect angle explained. beam on (90 degrees) to it.

Aspect angle is a measure of position only, not heading. We always begin at

the tail of the target, and then we arc right or left to the attacker. The angle is
zero at the tail and increases as we arc towards the target’s 12 o’clock. If we
look at a target plan form, we can see that aspect angles from zero to 90
degrees fall behind that target’s wing line. Aspect angles from 90 degrees to
180 degrees lie in front of the target’s wing line.

Let’s remember that we said that aspect angle is how the target looks to the
attacker. Therefore, we can make this generalization. If we know that the
aspect angle is less than 90 degrees, it follows that we are aft of the target’s
wing line. If the aspect angle is greater than 90 degrees, we are in front of
the target’s wing line. Saying this in another way, if the aspect angle is zero,
we are looking at the target’s tail. If the aspect angle is 180, we are looking at

52
 Aspect Pointers Above
Aspect Pointer
This line Indicate Target
Is Going Away From You

Target is
inverted

Aspect Pointers Below

This Line Indicate Target
Is Coming At You

Figure 52. How the aspect pointer works.

Figure 51. Aspect pointer in action.

is looking at the target’s right side. The next two screenshots clearly show
OK! Now, back to our aspect angle indicator. Once we lock on to a target, the
this.
Typhoon AI adds an aspect angle indicator (the ‘pointer’) that makes target
aspect very easy to visualize. Imagine the target symbol as two parts, a right
The first figure is the internal padlock. The aspect angle pointer is at the 3
and left half. If the ‘pointer’ is on the left side of the target symbol, then we
o’clock position indicating that you are looking at a 90 Right aspect. Now l
are looking at its left side. Next, the position of the pointer tells us if the target
at the DASS MFD. Note the circled target symbol. The DASS is always
is heading towards us or going away. Visualize a sideways line through the
oriented so that ‘up’ is your heading. Notice that the circled target is at you
target symbol. If the pointer is above that line, the target is going away (you
approximate 9 o’clock position, and its heading pointer is also ‘up’, showin
are looking at it aft of its wing line, your aspect is less than 90 degrees). If the
that the target’s heading and yours are about the same.
pointer is below that line, the target is headed towards you (you are forward
of the target’s wing line, your aspect is greater than 90 degrees).
Now, to fully understand the padlock concept and its use of aspect angle
symbology, imagine yourself in your Eurofighter. Your head is turned 90
Now, here is the tricky part! You may also interpret the pointer as a heading
degrees to the left, and you are looking right at the target. This is what you
reference, but you must be very clear in your mind about what you are
would be seeing.
seeing. The direction of the pointer does show the direction of the target flight
path, but only with respect to your HMD line of sight! The direction of the
pointer has no relationship to your aircraft heading. Therefore, if the pointer is
on the right side of the target diamond, your HMD line of sight at that moment

53

Aspect Pointer
Target and
Heading Pointer
Your Position
Figure 53. Aspect during a padlock view.
The target is moving left to right, and we are looking perpendicular to its flight
path. The angle between our line of sight and the target is 90 degrees,
therefore the aspect is 90 Right. The fact that the target is banked towards us
(we are actually looking at the top of its fuselage) is irrelevant.
Now, here is the external padlock of the same view (Fig 28). You can easily
see that the pilot is looking left at the target.
Let’s summarize this. When the aspect angle pointer at 3 o’clock, we say the
aspect is 90 Right. Generally speaking, from your perspective in the cockpit,
a 90 Right means you are looking at the right side of the target. In other
situations, if the pointer is at the 7:30 o’clock position, the aspect is 135 Left.
Again, generally speaking, a 135 Left means you are looking at the forward
left side of the target. A 180 degree aspect means the target is pointing right
at you. If the pointer is pointing straight down in the HUD/HMD view, the
target aircraft is pointed right at your aircraft, regardless of its position relative
54
Target
Figure 54. Aspect while in external padlock.
to your aircraft. The direction that the HUD/HMD is looking has no effect o
the direction of the pointer.
Our second question regarding aspect angle had to do with why we need
know about it. The answer is simple. At the speeds that modern fighters fly
the engagement begins well out of visual range. Depending on his choice
weapon, the attacking pilot will determine the desired approach to the targ
The aspect symbol gives the attacking pilot the ability to orient himself to t
target well before he gets into visual range.
Once the Eurofighter is within padlock visual limits (about 5 nm), the targe
padlock will function. But five miles is quite a distance, and the target may
well be visible but still too small to see clearly. The aspect symbol fills the
gap in providing target fuselage alignment until the target gets within a mil
or two. At that point, the attacker can see sufficient target detail to be able
manoeuvre without the aid of the aspect symbol.
THE PADLOCK CANOPY MARKERS

Finally, to help you stay oriented when the HUD is out of view, the padlock
view includes visual cueing indicators, called “canopy markers."

DESCRIPTION

The use of the padlock view becomes difficult and disorienting anytime the
target or threat moves sufficiently far enough away from the nose of your
aircraft such that the HUD is no longer in view. With the HUD out of sight,
you lose touch with where your aircraft is heading. You lose the ability to
connect in your mind the picture of the HMD padlock display with the attitude
of your aircraft. When you pull back or roll with the flight stick, it is very
difficult to “see” what your aircraft is doing because there are few cues to tell
you what your orientation or flight attitude is. Simply pulling back on the flight
stick and hoping the HUD will eventually come back into view is poor
technique and may not work at all, you may end up spiralling yourself into the
ground without ever bringing the HUD back into sight. There has to be a
better way, and there is. Visual cues called “canopy markers” are projected
on to the canopy in the padlock view. The canopy markers originate at the
rear of the canopy and consist of three lines of whitish, translucent markings.
One line runs along the top centre of the canopy from rear to front canopy
bow. The remaining two lines are side markers arranged about midway
between the canopy rail and the top of the canopy.
Figure 55. Overhead canopy markers.
The next two pictures show the Eurofighter canopy with two sets of canopy
markers that we have added to explain the concept. In these pictures, the The second picture shows the side canopy markers. These two lines of
markers are solid white. In the game, the markers are actually transparent. markers form a rough “V” shape that points to the nose of your aircraft. Ea
symbol has a lower leg or bar that is horizontal to the canopy rail and a
The first picture shows the markers arranged along the top centreline of the slanted upper bar that is thinner than the bottom bar. This upper bar is
canopy. These are a series of “Captain’s Bars” and are intended to show you angled down to form the arrow or ‘sideways V’ shape. These side markers
that you are looking up through the top of the canopy. are approximately half way up the canopy from the rail to the top.

55
 target or threat, in other words, your eyes are locked on to the target or
threat. The canopy markers are intended to provide a way for you to fly yo
nose back to the target or threat. Therefore, when you use the padlock vie
you are looking at the target or threat through some part of the canopy. Th
rows of arrows tell you what part of the canopy you are looking through. If
you see a row of arrows with the thick leg on the right, then you are lookin
out of the right side of the canopy. If you see only a row of “Captains Bars
then you are looking out the top area of the canopy. To visualize this, let’s
imagine ourselves in wings level flight. If we look to our side at the horizon
we see our canopy rail at the bottom of the screen. If we look straight up, w
see the centreline markers. If we look up at a 45 degree angle, we see the
side row markers.

The next three pictures show the side markers as they extend from the rea
of the canopy forward to the edge of the front canopy bow. The first shows
the “Captain’s Bars” markers as seen just above the top of the canopy bow
Figure 56. Side canopy markers.
(12 o’clock high).

Think of these markers as a centreline row and two side rows, one on each
side of the centreline row. As the two side rows move away from the rear of
the canopy, the distance between them and the centreline row widens. Each
leg of the centreline row is of equal width, while the side rows have one thick
leg and one thin leg. The centreline row can be thought of as being an
imaginary line painted exactly along the top of your canopy, extending from Centreline
the rear to front. The two side rows can be imagined as lines on the canopy Markers

halfway between the canopy rail and the top of the canopy, one on each
side, originating again at the rear of the canopy and extending to the front.
The thick leg of the side row is towards the canopy rail, and the thin leg is Canopy Bow
towards the centreline row.

Let’s now discuss how you visualize where you are looking when using the
canopy markers. Remember, they are used when neither the HUD nor any
other part of the aircraft provide sufficient reference cues to orient your
attitude. Also remember that the padlock view represents a HMD view of the Figure 57. Overhead canopy markers from inside the cockpit.

56
The next shows the side markers extending back from the canopy bow as Now, let’s show padlock internal and external views of how this concept is
seen looking up and to the right (2 o’clock high). used in flight. Two situations will be used. In one, a Eurofighter is pulling o
of an attack on a ground target. In the second, the Eurofighter is rolling to
begin a dive attack on a ground target.

The first situation shows the use of the side canopy markers. Two pictures
are shown. One is an internal view looking at the target area through the
right, rear part of the canopy. Note the seat headrest, the right wingtip, an
the position of the target in the middle of the picture. The right sidebars po
forward towards the nose of the aircraft. As the pilot, you are looking back
over your right shoulder at the target area.

Sidebar Marker

Canopy Bow

Figure 58. Virtual cockpit looking right and up.

Target
The last shows the side markers merging into the seat rest as seen looking
aft and to the upper right (5 o’clock high).

Sidebar Marker

Figure 60. Looking at a bogey on your six.

Sidebar Marker

The second picture shows an external view of the same shot. Note the rig
wing low attitude of the Eurofighter as it climbs away from the target. In th
Typhoon external view, the target symbol is not shown, but the location is
always centered in the picture.

Figure 59. Sidebar markers looking back over the wing.

57
 markers superimposed over the target area while we turn, we can expect
Target Position target to move to our nose.

The second picture shows the same Eurofighter, this time from an externa
point of view. As before, the target area is in the centre of the picture. Note
how the vertical stabilizer points right at the target area. It is clear, using th
external view, how the centreline markers are an excellent representation
the lift vector.

Figure 61. Target to aircraft seen from outside… Target

Position

In the second situation, we are looking at how the “Captain’s Bars” can be
used to visualize where our aircraft is going. In the internal view, we see the
row of centreline markers going through the target area. These markers can
be thought of as our lift vector when we are turning. If we keep the centreline

Centreline
Markers
Figure 63. Keeping the target on the markers to circle it.

Target

Figure 62… and here seen through the canopy.

58

CHAPTER 4 COMBAT
EMPLOYMENT
SECTION 1 – General Planning
Considerations
Every successful air combat engagement begins with a plan tailored to
achieve the mission objective. That plan consists of four main parts, first you
develop the plan, then you communicate it to your flight members. In the third
step, you implement the plan, and lastly, you disengage from the plan. In
game play, as in real life, success in air combat comes to those who have a
firm idea of what they want to achieve and know how to go about doing it.
DEVELOPING THE PLAN
For game play within the simulation, mission objectives are spelled out in the
mission descriptions. In most cases, as in real life, you will be given a briefing
on friendly support forces as well as expected enemy forces. Do not be
surprised if your offensive potential seems to be barely adequate for the task
at hand. You will have to make every shot count. In the real world, successful
fighter pilots have more than just “golden hands”, they also have another
attribute that is just as important. It’s called “headwork." Headwork is the
mental calculation that balances your strengths against the nature of the
threat and then develops a plan to meet your mission objectives. In Typhoon,
you too will need to have a plan to meet your mission objectives.
In real life, the time to develop the plan is not after stepping into the cockpit!
This is just as true in the simulation. In mission planning, you may change
five aspects of the game, pilot selection, weapons load, pilot location,
waypoint and route location, and flight formation. Each may well have an
important impact on your success or failure. At the start of the game and
prior to each mission, you have the opportunity to use a little “headwork” to
increase your chances of success, so before starting the action, give yourself
59
a few minutes to think over the following considerations. As someone onc
said, “Remember the 5 P’s, Prior Planning Prevents Poor Performance."
PILOT SELECTION
Begin your plan development with your selection of pilots at the start of the
game. Each pilot has strengths and weaknesses, some more so than othe
These characteristics will be used in game play to help determine the
success or failure of the task at hand.
Your pilots are grouped into three types by weapons system. Three are
specialized in escort missions (A2A), Villain, Duke, and Midnight. Four are
strike pilots (A2G), Baldrick, Harmony, Assassin, and Chef. The last three
are Wild Weasel (WW) pilots, Baron, Redhat, and Arrow.
When considering pilot effectiveness, the AI looks at three characteristics,
charm, stamina, and skills. Charm relates to social skills, primary amongst
these is the ability to survive when captured. Stamina relates to pilot healt
and is a main factor in determining the outcome of a bailout situation. Skill
relates to type of weapon specialization and is used as a primary determin
in how the AI assigns missions. The skills rating does not indicate tactical
effectiveness, it is only a designation of mission specialization.
These ratings only are used by the AI when determining the outcome of
actions that take place out of the cockpit, pilot assignment to specific
missions, pilot survival after capture, pilot ability to survive a bailout, etc.
Once airborne, all pilots fly the same as far as the AI is concerned. Why is
this? Simply because Typhoon was designed with the idea in mind that th
player will fly most of the missions. If the player lets an AI pilot fly a missio
then that AI pilot will have about a 30% chance of success. The game’s
objective is that the AI not be a better pilot than you, the average player
should stand a better than average chance of doing better than an AI pilot
Each pilot has an AI rating from 0-9 in each area as shown in the following So what is the secret to pilot selection? There probably is not a single bes
chart: answer. Players new to the game may want to start off with those with the
highest ratings score. More experienced players will want to experiment w
charm, stamina, and skills numbers to look for a more optimum mix. For
Pilot Name Specialty Survival Stamina Charm Total Score example, one option might be to choose Villain and Midnight as A2A pilots
Villain Escort 7 8 8 23 Arrow as the lone WW pilot, and Chef, Assassin, and Harmony as the A2G
Duke Escort 4 8 4 16 pilots. This group tends to maximize A2G mission tasking while placing
emphasis on survival skills.
Midnight Escort 1 7 8 16
Baldrick Strike 3 2 3 8 WEAPONS SELECTION
Harmony Strike 2 1 9 12
Assassin Strike 2 9 2 13 Next, many of the missions in Typhoon will allow you to customize your
Chef Strike 5 3 6 14 weapons load. The Edit Weapons screen is used to modify the default loa
Baron Wild Weasel 9 3 3 15 out for each mission. Some dedicated missions such as a cruise missile
Redhat Wild Weasel 5 5 5 15 intercept mission, will not permit load out modifications. Most strike missio
will allow load out changes. Edit your weapons load out to arm your plane
Arrow Wild Weasel 8 7 2 17
with the most effective and destructive weapons available. For example,
when tasked against ships, Penguin and Paveway weapons are more
Figure 64. Relative pilot strengths and weaknesses.
effective than Brimstone. When attacking armoured vehicles, Brimstone
missiles are better than Mk-82 “dumb” bombs. When considering your loa
You may use these values to help choose your initial group of pilots. This
out, you should balance the numbers of weapons carried against the
selection process is not a simple matter of choosing the pilots with the
weapon’s destructiveness and its suitability as a standoff weapon.
highest score, remember, these ratings do not affect “in cockpit”
performance. Instead, Typhoon is designed to allow the player to use a little
subtlety in pilot selection. Overall game success will depend greatly on your
ability to destroy enemy ground and naval forces, therefore you will want to
fly as many A2G missions as possible. The assignment of mission type is
affected by pilot skill designation, if the player only uses total rating score to
choose his six pilots, then he will end up with three escort pilots (Villain,
Duke, and Midnight) and three WW pilots (Arrow, Baron, and Redhat). The
result will be fewer tasked strike missions with a corresponding lower chance
of the player winning the game.

60
Figure 65. Weapon selection. Figure 66. The tactical map.

Use the Tactical Map to determine the location of your pilots as well as
enemy target and defence locations. This information can then be used to
rearrange your forces and route planning.

When a mission is tasked to your pilots, the game AI will select one to fly that
mission. That pilot’s location may or may not be tactically suitable for that
mission. Use the Transfer Pilot screen to move the pilot to the new location
you have chosen. For example, in the map above, you can see that Villain is
located at a base close to enemy held territory. It may be a good idea to
move him further back into friendly territory!

61
Figure 67. Transferring pilots. Figure 68. Editing waypoints.

ROUTE AND WAYPOINT SELECTION Notice how the route takes you through friendly SAM areas. Use the Edit
Waypoints screen to move your route to avoid these areas as shown in th
In the planning phase, you may also change your route and waypoints to
next figure.
take better advantage of terrain or to avoid enemy defences. Use the Edit
Waypoint screen to add or change waypoints and alter the location of route
segments. For example, this may be the initial route assigned to your flight.

62

Figure 69. Adjusting waypoints.
FORMATION SELECTION
Lastly, you may structure your flight to best employ your flight members. The
communications Command Menu is used to adjust the formation type as well
as lateral and vertical spacing to meet mission needs. For example, if your
flight includes escort support elements, you may find it advantageous to use
the communications menu to order the escort flight to sweep the target area
before the strikers attack
You will usually fly in a two-ship formation. In this two-ship, Typhoon offers
you two formation options. The default formation position for your flight
usually positions your wingman behind you on an approximate 45-degree
angle. This formation is known as “cruise." It offers flexibility and relatively
63
good lookout, but has the downside of tying the wingman to the leader. Th
reduces some of the offensive potential of the flight and makes it easier fo
the enemy to target you and acquire you both visually. On the other hand,
is a good formation to use when going to and from the target area.
60
00f
t
WEDGE
Figure 70. The default formation.
Your primary offensive formation is the “attack” formation. When you direc
your wingman into the attack formation, he will move out from the cruise
position into a line abreast position and will increase his separation out to
about 6000’. The attack formation allows all flight members to be up “on th
line” prior to an engagement and allows your full avionics suite to be direc
at the enemy. Drags and brackets are easily managed from the attack
position.
 6000ft
t

t
f
0
0
SWEEP 0
6
CARD

Figure 71. The attack formation.

Aside from the two-ship formations, you may find yourself leading a four-ship
formation into the target area. We should remember that the mutual support
coverage provided by the Eurofighter avionics allows us to space our aircraft
farther apart than may have been possible in the past. When you direct your
flight members to assume the attack formation, they will move out into the 6000ft to 12000ft
‘card’ formation. This name comes from the rectangular shape of the
formation, imagine a playing card with an aircraft at each corner. In this
formation, your wingmen will position themselves about one mile from each
Figure 72. The full ‘card’ formation.
other. Card is a good formation for all engagement altitudes.

In addition to lateral spacing, use your UHF radio commands to position y

flight elements at different altitudes, depending on the target type. For
example, if you are on a strike mission you can order them to Fly High or
Medium altitude and position yourself below your escort so that if you are
intercepted, your escort will have an altitude advantage. You can also ord
them to Fly Ahead in order to sweep the path clear of enemy fighters.

64
 Fly Ahead
enemy may offer you the opportunity to protect your flank. Putting this
boundary at your rear may deny the enemy that airspace to manoeuvre in
When possible, plan your route to take advantage of friendly airspace.

Terrain Elevation. If you have chosen a low altitude ingress route, you ma
be able to use rising terrain to help mask you from enemy radars. Regardl
of the enemy’s radar range, it cannot see through rock!! Tuck yourself and
Escort or Wild your flight down in the valleys and use your DASS to keep informed of the
Weasel Flight
threat’s position. Your MMD should be used to pick your way through the
hills. Once you are in a clear position to attack, then you can climb up for t
Your strike kill.
k Fly High

When using the MMD to plan your use of terrain masking, remember to ke
the blue route line in view. Use this as your base line and then manoeuvre
from side to side as need to remain behind terrain. The next figure shows
Fly Medium you at low altitude in a valley as you remain close to your course line. Onc
you pass the high terrain to your right, you will turn right to rejoin your cou
line. Figure 75 shows the external view of this situation. You can easily se
the hill to the right and the upcoming valley to fly in as you return to the
course line. Use the / and ’ keys to increase or decrease the MMD as nee
Figure 73. Commanding flights to fly ahead and high. to see oncoming terrain detail.

Finally, in the real world, the flight leader will initiate his attack plan by taking
full advantage of any environmental considerations that may be a factor in
his mission. In this simulation, to a limited degree, you may do the same.
Here are some thoughts to keep in mind:

Sun Angle - Time of Day. As a rule, try to attack with the sun at your back.
This way, your enemy will have to look into the sun for you. Sun blinding is
well modelled in Typhoon. Since the simulation can set the time of day, this
can be an advantage to you.

Geographical Boundaries. In Typhoon, the enemy is going to likely invade a

portion of Iceland. If so, the geographical border between NATO and the

65
Figure 74. Using a valley to avoid detection. Figure 75. Getting back on course again.

Position of Other Friendly Forces. Use the DASS to note the position of
additional friendly aircraft and ground forces. Develop a plan that includes
other friendly fighter assets in your attack and, at the same time, protects
support assets such as Wild Weasels.

66
COMMUNICATING THE PLAN
Typhoon has a comprehensive set of UHF radio commands that you can use
to direct your flight to meet your mission objectives. You will communicate
with five types of friendly forces. Most of your communication will be with
your wingman. Often, your mission will involve support flights that you may
communicate with. Thee include strike, escort and Wild Weasel aircraft.
Finally, at the completion of your mission, you will communicate with Air
Traffic Control for landing information and clearance. Depending on the
nature of your mission, some or all of these may be applicable to your plan.
Your communication plan should include the following considerations:
formation assignments, target assignments and sharing, weapons
employment, and disengagement procedures. Be prepared to communicate
these in the initial stage of the attack. For Multi Player game play, you will
use the keyboard to type your message in plain text to your flight.
THE TYPHOON COMMUNICATION SUITE
The design of the communication suite is three-tiered. First you use the TAB
key to bring up the Main Menu to select which friendly force that you want to
communicate with. These will be your wingman, strike flights, escort flights,
Wild Weasel (WW) flights, and Air Traffic Control. This initial selection also
includes a ‘Mission Menu’ that you use to control radar operation or order a
general mission abort of all friendly forces. When you use your
communication menus, you will find that, depending on the composition of
your flight, some commands will be unavailable for use. When this is the
case, that command will be colored red. If the command is available, it will be
green.
Next, you decide which level of detail you want to communicate. This will
either be general or specific in nature. Use the General Menu to direct your
wingman or the strike, escort, and WW flights to engage either your selected
target or other air or ground targets without regard to specific tactics, flight
separation, or altitude assignments.
67
You also have the option of ordering individual flight members to disengag
using this menu. When available, use this ‘disengage’ command to order t
flight to break off their attack but remain in the target area for further
instructions. Finally, this menu includes a ‘Formation Menu’ that you use t
order your wingman into a specific formation type.
If you desire to issue specific instructions to your flight, select that feature
using the Tactical Menu function. There is a Tactical Menu for your wingm
and each type of supporting flight. This menu allows you to direct these
forces to do specific actions such as flying a specific distance from your fli
or maintaining a specific altitude depending on type of weapons carried. T
menu also includes an abort function
TYPHOON UHF RADIO CALLS
In air combat, pilots use the radio to do two things, describe what they see
and direct another flight member to accomplish a manoeuvre. These are
called descriptive and directive calls. The directive call takes precedence
over the descriptive call. For example, if you were to see a bandit attackin
your wingman, you would first tell him to “break," and then you would follo
that call up with the reason why, such as “bandit, your six, two miles,
closing.” The radio calls in Typhoon are nearly all directive in nature. They
are used to order your wingman or other flight members to move to a
particular formation or perform a manoeuvre. These are the UHF radio ca
and their meaning.
MAIN MENU WINGMAN MENU

Figure 76. The main communications menu. Figure 77. The wingman communications menu.

1 Engage My Target. You need to have a target selected to use this

directive call. Your wingman or flight members will engage that target.

2 Engage Air Target. Make this directive call when you want your wingma
or flight members to engage any enemy aircraft in your area.

3 Engage Ground Targets. This directive call will order your wingman or
flight members to attack surface threats such as surface-to-air missile site
tanks, or ships.

4 Disengage. This directive call is used to break off an ongoing attack. It

orders your wingman to reform on you and orders other flight members to
remain in the general target area. This is NOT an order to return home.
Consider this a ‘knock it off’ call for all flight members.

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For your wingman only, this menu includes a subsection called Formation 3 Fly Ahead/With Me/Behind Me. This directive call positions your
Menu. Use this to place your wingman in either the “cruise” or “attack” supporting flight as a function of their mission. For example, an escort
formation. flight may be ordered to sweep the target ahead of your flight for enem
fighters. Do the same for a WW flight. You may order a strike flight to
TACTICAL MENU your rear if you intend on providing air cover for them.

4 Fly High/Medium/Low. Depending on your mission type and the

nature of the threat, you may want to ingress at a certain altitude, or y
may want your supporting flights to ingress at a different altitude from
yours. The “High” command will order flight members to cruise at abo
30,000 feet. “Medium” orders them to maintain about 15,000 feet, and
“Low” directs them to fly below 2000 feet.

5 Abort Mission/Flight Abort Mission. The “Abort Mission” call tells

your wingman to break off his attack and rejoin on you The “Flight Abo
Mission” call directs other flight members to stop his/their attack and
immediately return home. It is used to selectively order flight members
other than your wingman to return to base and is typically used when
more gains can be made against an alerted enemy or one who is flee
the fight. This is a ‘bug out’ call directed at a specific flight member on

Figure 78. The tactical menu.

1 Drag Left/Right. This directive call orders your wingman to act as a decoy
to divert the enemy’s attack away from you. You may then attack unseen as
the enemy pursues your wingman.

2 Bracket Left/Right. This directive call orders your wingman or other flight
members to turn away from you and fly to the other side of the enemy
formation or target area. This tactic is called an “offensive split” and allows
you and your flight members to catch the enemy in a pincer.

69
MISSION MENU AIRBASE MENU

Figure 79. The mission communications menu. Figure 80. The airbase communications menu.

1 Radar On/Off. Directs all flight members to turn on or off their radars 1 Request Vector. Use this selection to request Air Traffic Control to give
(including yourself). This command is the only way to turn off your radar. Use you a vector to the nearest landing field. You will receive a vector in the fo
this command to initiate a stealthy attack. of a clock position and distance in miles.

2 Flights Abort Mission. Use this command to order a general mission
abort for all flight members. On hearing it, everyone will return to base. This
is a ‘bug out’ call for all flight members.
The Typhoon manual includes a list of ‘Pilot Chat’ responses to the UHF
radio commands.
2 Request Landing Permission. Listen carefully to your answer. You wi
be cleared to land on a specific runway.
3 Report On Final. Once on final approach, use this selection to get land
clearance.

70
I MPLEMENTING T HE P L A N
Once the action begins, time will become your enemy just as much as the
red symbols on your HUD or MFDs. Here are a couple of tips to give you a
little more time to deal with tactical situation as it unfolds. These two
“crutches” will help you learn the ropes of Eurofighter game play. As your
proficiency increases, we expect that you will need them less and less.
First, use the Pause key (P) to stop the action. While paused, you will still be
able to switch internal and external cockpit views. You will be able to look at
all the MFDs and actuate their function buttons. You will be able to use the
UHF radio while paused.
Second, use the autopilot. In the early stages of an intercept, you can use
the autopilot feature to maintain “hands off” flight while you are occupied with
other tasks. Inexperienced pilots may find that using the waypoint tracking
mode of the autopilot gives them the time to analyze enemy strength and
location, use the UHF radio to direct wingmen and other flight members, and
plan a course of action.
Well, as the old saying goes, implementing the plan is “where the rubber
meets the road." This section will discuss a number of pre-engagement
considerations. We will propose solutions to strategic and tactical problems,
as well as offer techniques to help you along.
THE FENCE CHECK
A technique from the real world that you can use in implementing your plan is
to always begin an engagement with a quick review of important items
necessary for the attack. The term “fence” refers to the imaginary line
between the good guys and the bad guys, once you cross the “fence," you
are ready for action. Here are some items that you might want to double
check before you get into the heat of battle:
71
Fuel This is an important check particularly if you are re-attacking from an
earlier engagement. Your fuel status is read from your Systems MFD. A g
technique is to predetermine a minimum fuel quantity level for disengaging
from the battle. This level is known as “bingo” fuel. Timely fence checks al
you to avoid going below bingo fuel status.
Formation Set your formation after considering environmental conditions
and mission objectives.
EMCON Emissions Control (EMCON) allows you to limit the amount of rad
transmissions that you and your flight may be making. When a stealthy
approach to the target is important, you may want to turn off your radar. U
the UHF radio command in the Mission Menu to do this.
Navigation Using mission objectives, geographical boundaries, terrain
elevation, and threat capabilities, navigate your flight to optimise your
offensive potential and minimize any weaknesses. Protect support assets
available, plan your route to include other friendly fighter forces.
Communication Make sure you have communicated your attack plan to
your flight.
Weapons Nothing is worse than pulling the trigger and having the wrong
weapon selected, or worse, having nothing happen at all. Your HUD and
your MFDs will tell you which weapon you have selected. Check your Sys
MFD to confirm how many weapons you have remaining and where they a
loaded. This is your last chance to make sure you have everything set up
correctly, take the time to do it. Air combat history is filled with stories of
pilots who missed kills because of incorrect avionics configuration or wron
weapons settings.
T HE S TEALTH A PPROACH - AVOIDING D ETECTION A second method of achieving low radar visibility is to show the enemy a s
view of your aircraft. The side aspect of the Eurofighter has a reasonably l
The Typhoon is the first air combat fighter that can stake a claim for being a radar cross-section. In addition, presenting this side perspective to the
true low-observable or “stealth” aircraft. Its shape and construction methods enemy allows you to take advantage of the difficulty his search radar has
have reduced its radar signature to very minimum levels. This is true of the with targets flying on a 90-degree crossing angle. This is known as
real world Eurofighter and it is true of this simulation. Typhoon programming “beaming” the enemy.
has taken this into account, and you should fly the Eurofighter with this in
mind. Whenever possible, you want to present the smallest possible aircraft
profile to the enemy. Do this and you present the smallest radar cross-
section (RCS) for his avionics to detect. This then results in delaying or
preventing his awareness of your presence until it is too late. The best way to
accomplish this is to keep your flight pointed at the enemy as long as
possible. When turning, point your nose directly at the enemy in order to fly a
“pure pursuit” flight path. When using the MFDs, keep your aircraft symbol
pointed right at the target. When using the HUD, keep the targeted bandit in
the centre.

Figure 82. Fly across the enemy and your RCS increases.

Most of the enemy aircraft in Typhoon use a radar technology known as

“Pulse-Doppler (PD).” Rather than detect an actual echo return from a targ
called a “skin paint", PD radars instead measure the relative change in
velocity between their aircraft and others. If another aircraft is crossing in
front of a PD radar on a 90 degree angle, then that aircraft has a closing
velocity equal to the PD radar’s airspeed. To the PD radar, this looks just
a ground return. Since the PD radar computer ignores ground returns, the
that aircraft is not displayed on the PD radarscope. This feature allows PD
Figure 81. Head-on keeps your RCS low. radars to be unaffected by ground returns, and is the main reason for their
“look down-shoot down” capability. At the same time, it limits their capabili

72
to detect and track targets on the beam. When you can no longer fly in pure illustration purposes only. The purpose of the next two pictures is to show
pursuit, try to beam the enemy for as long as possible. you how radar cross section (RCS) can vary depending on the way the
enemy fighter radar views your aircraft. In the first screenshot, note that th
A third method of minimizing the chance of the enemy detecting your flight is enemy radar fan just reaches your aircraft when you are wings level.
achieved through altitude separation between your and your wingmen.
Enemy radars scan relatively narrow bands of airspace when they are in
search operation. You can deny them acquisition by flying your chosen
formation with an altitude split as well as lateral spacing. Use the UHF radio
commands to order flight members to fly at different altitudes than you. When
making this split, take the sun position and enemy altitude into consideration.
Whenever possible, place your wingmen opposite the position of the sun or
enemy relative to you. For example, if the enemy flight is below you, position
your wingmen above your altitude. This allows them to look through you into
the threat. In the same manner, if the sun is a factor, place your wingmen on
your down sun side. Assuming that the enemy would like to attack out of the
sun, you want your wingmen looking into the threat.

MAINTAINING STEALTH BY MANOEUVRING

Figure 83. Stealth radar reveals what the enemy can see.
The enemy is going to become aware of your presence through one of two
ways, he is either going to detect you with his own radar, or you are going to But, if you begin a turn, things change somewhat. In the next figure, note
alert him by radiating electro-magnetic energy that his sensors can pick up. how the fans have increased in size to represent how much your RCS has
increased due to the larger target that you present to the enemy radar.
As for the latter, a good EMCON plan will help reduce this possibility. If we
consider typical enemy radar performance capabilities, we may reasonably
assume a maximum burn through range of approximately 30-40 nm.

You can use the DASS MFD to estimate this. The enemy target symbol has
a heading pointer. While Typhoon does not display the radar search zone or
“fan” as was the case in TAW, we may still use the concept for discussion
purposes. Let’s do this by visualizing a triangular ‘fan’ pointing off the nose of
the enemy fighter in the direction of the heading pointer (Fig 83). The fan is
about 60 degrees wide and has a maximum range of about 40 - 60 nm. Note:
your radar MFD will not display this fan, we have included it here for

73
Figure 84. As you turn, you become more visisble.
The triangular fan extending from the nose of the enemy aircraft represents
his approximate maximum radar detection range (Fig 84). To be on the safe
side, we suggest you stay well clear of that fan during your manoeuvring.
While it is true that our METEOR range is a maximum when attacking head
on (180 degrees aspect angle), that head on attack also extends the enemy’s
maximum missile launch range to a value approximately equal to the
METEOR maximum. It is not necessary to attempt a head on shot and, in
doing so, put yourself in danger. A better approach is to attack from the side
or flank of the enemy. Do this, and you have an excellent chance of staying
out of his radar search pattern. Using a flight member as a decoy to hold the
enemy’s attention while you manoeuvre unseen around to his flank can
further increase the effectiveness of this tactic. During your manoeuvring
remember to minimize your RCS as described above. Sometimes, however,
you cannot avoid detection.
Your DASS provides the best indication that you have been detected (Fig
85). Check the DASS to see if the target has turned abruptly towards you.
The target trace function is very helpful for this purpose. Press the target
padlock key (F2) to confirm the target’s attack intentions
74
Figure 85. The DASS tracks show what the enemy is up to.
By reducing the range scale on the DASS, you will get a magnified picture
the tactical situation. This will make it easier to notice any target heading
changes. On the HUD or HMD, you will see the heading change as the lin
extending from the nose of the target symbol suddenly turns and points at
you. Once you get this detection warning, you have to make a decision on
whether or not to continue with your attack. These are your options:
1. If your own weapons launch is almost at hand, you may elect to press
with your attack. There are obviously trade offs in this situation. To have a
reasonable probability of kill (Pk) with your METEOR, you need to be well
inside 30nm. Taking a low Pk shot is tantamount to wasting a missile, and
you are going to need every one you have. Therefore driving in to get a go
Pk missile shot may well prove fatal. The Eurofighter was designed to surv
through stealth, it was not designed to battleship specifications to withstan
multiple missile hits! For this reason, a “no guts, no glory” do or die attitud
may well result in the latter, to the detriment of the former, and is not in ou
best interests.
2. A second option is to command your wingmen to attack your target while
you execute a descending hard turn and extend away to set up a re-attack.
This may work well for you, but it is often fatal for your wingmen.
3. A better plan is to capitalize on our strengths. These strengths are:
a. Fast acceleration to supersonic speed.
b. Low radar cross section.
c. Excellent off-board sensor information.
We should use these to best advantage. Other than continuing to drive into
the heart of the enemy’s launch envelope, a better plan may be to reposition
ourselves for another attack. This tactic can be further enhanced through
effective use of our wingmen. Later, in the A2A and A2G Offence sections,
these concepts will be discussed in depth.
ENGAGEMENT TACTICS
As you close to firing range, the ingress phase of your attack is nearly over.
All that is left is the trigger squeeze. At this point we would like to interject a
major note of caution. This is not the time to get caught up in the excitement
of the moment and let your guard down. The experienced pilot will take a few
moments to review of his plan one last time for he knows once he fires his
weapon, in all likelihood, the element of surprise will be lost. You too should
take the time to make sure your attack plan is complete and on track. One
way to accomplish this is to do another “fence” check. These are the major
questions you must ask yourself, anything less than a “roger that!!” answer is
unacceptable:
1. Do I have enough fuel to complete the attack and then disengage?
2. Do I have my flight in the desired formation?
3. Are the flight and I in the desired attack position?
4. Have I made the required radio calls to the flight?
5. Do I have the correct weapon and target selected?
75
If you have answered in the affirmative to all these questions, then there is
only one more consideration to nail down before the flight enters the
weapons firing stage, you must be completely clear in your mind about the
anticipated outcome of the attack. Besides the happy aspect of turning yo
target into a flaming fireball, you must also be ready for him to do the
unthinkable. He just might take your finely crafted game plan and tear it to
shreds. The mark of a real pro is a plan that includes an answer to the
question “What if?” If your enemy is not cooperating in your plan for his
demise, and instead manages to turn the tables on you, a backup plan is
nice to have. Be it an all out retreat, a reposition, or merely a change in ta
assignments, the point we want to make is that you need to have thought
through all the possibilities. You must watch the attack as it develops, adju
your plan as conditions dictate, and, most importantly, remain in control. Y
must direct the fight, do not let the fight direct you.
DISENGAGEMENT
If the tactical situation is such that none of these options are appropriate,
then your best course of action is to order a retreat! In air combat terms, w
call this an aborted attack.
ABORTING THE ATTACK
You can communicate this to your flight using the UHF radio call
“Disengage." This term refers to an orderly reversal of course. Your forma
integrity should remain intact. Your wingman and other flight members
remain in a position of support. Once the reason for the disengagement is
longer a factor, you can resume the attack, conditions permitting. If you do
do not forget to do a fence check!
If things get really desperate and you need to “get out of Dodge," then
transmit the call “Flights Abort Mission." In the real world, we call this
“bugging out”! A bug out is a wholesale retreat with every man for himself.
this situation, your wingman and other flight members will all turn and run
home. Usually formation integrity and mutual support are given up, at least
temporarily. Since a bug out is essentially an emergency procedure, turn in
the shortest direction to evade the enemy’s radar. Determine this direction by
using the MFDs to analyse his radar search pattern. To turn as tight as
possible, slow quickly to about 300 knots, roll your lift vector below the
horizon and make a maximum G pull to the desired heading. Once on that
heading, accelerate while descending to low level. Your increased speed and
the lower altitude will decrease the effective range of any enemy missiles
fired at you, and terrain masking will help your escape. Once free of
immediate danger, you can get divert assistance from Air Traffic Control
using the UHF radio.
G ENERAL E MPLOYMENT C ONSIDERATIONS
We’ll close this section by outlining some general attack concepts. Let’s
begin as we near the end of the ingress and are approaching 50 nm from the
target. The following list of considerations is typical of the chronology of any
attack.
1. Check your fuel state by calling up the Systems MFD.
2. Airspeed Control. You should be familiar with the energy diagrams in
the Performance section. Two significant observations can be made
using these plots: the Typhoon possesses a lower corner velocity
(CV) than most adversary aircraft, and it can reach a faster top
speed than most. The corner speed of the Eurofighter comes
relatively early in its speed envelope. For example, at sea level, CV
is about 300KTAS, while max speed is about 1200KTAS. The
Eurofighter throttle response is excellent and one “G” acceleration is
rapid. Consequently, care must be taken in controlling airspeed.
Throttle use as in other simulations will result in higher than expected
speeds in the Eurofighter. This results from the high thrust-to-weight
ratio that allows the Eurofighter to cruise at supersonic speeds
without having to use maximum thrust. This “supercruise” capability
76
adds a tremendous punch to your offensive potential, but it can be
double-edged sword. As in any air combat simulation, as far as
airspeed is concerned, you can get too much of a good thing.
Supercruise at high speed is highly desired when attacking at long
range, in repositioning, or when disengaging. But in a visual turnin
fight, you must watch your airspeed very carefully. Avoid the
tendency to push the throttle up to max when a visual turning figh
begun. Too much speed and your turn rate and turn radius will be
seriously degraded. Use the energy rate indicators to help mainta
desired speed. You may also use the throttle mode of the autopilo
maintain a set speed.
3. Use the UHF radio to order your formation into position.
4. Select the proper weapons and check their status on the HUD.
Double check the desired EMCON level.
5. Target Cycling. Target cycling is the process by which weapons a
assigned to specific targets that are detected by the Eurofighter’s
AIS. Cycling may be done automatically or manually. The initial
target lock is commanded by pressing the T key. Once a target is
locked and fired upon, automatic cycling will step to the next most
suitable target for the weapon selected. You can manually cycle
through the available targets by using the Z and X keys. Targets a
sorted according to their range, starting from closest to the most
distant. Use the X key to move to the next further out target, and u
the Z key to cycle in the reverse direction.
6. Target Sharing. If you have a wingman, you can command him to
attack a specific target by one of two methods that we will refer to
the padlock method and the HUD/MFD method. The padlock met
is particularly suited for a visual engagement when you come und
attack from an unseen enemy or when you have multiple bandits
you want to assign some of them to your wingman or other flight
 members. To assign targets using the padlock method, press the F2
or F3 key to bring up the respective target or threat in the HMD.
Then use the UHF radio call menu to order your wingman to attack
that target. Doing this, you can command your wingman to “clear
your tail” of any threats as you focus on your own attack. The MFD
method well suited for BVR maneuvering when time is not as critical
a factor. Using the HUD/MFD method will require you to manually
cycle through the available targets until you lock the one you want.
Then use the UHF radio to tell your wingman or other flight members
to attack that target. Once your wingman acknowledges that
command, you are free to select a new target for yourself as the
situation requires.
7. Confirm your target heading has not changed. Use the DASS MFD
to get a plan view of the enemy’s course. The target trace can be
valuable as an indicator of target future position. Use the IRST to
both confirm target ID as well as get an excellent view of his nose
position and bank angle, his turn towards you will be evident in the
IRST view. Go back to the HUD to confirm the target bearing is
unchanged. If it is turning to point at the bottom of the HUD, he is
turning into you.
11. Since the Eurofighter’s A2A and A2G missiles are all “fire and forg
weapons, you may select a new target or turn away from the targe
after firing.
12. After every weapon launch, do a “Belly Check." A “belly check” is
needed because, while you were concentrating on your attack, ot
enemy fighters may be targeting you. There are several ways to
perform a “belly check” in this simulation. You can select F3 to se
you are targeted. You can always check the DASS MFD and have
look around. Use the trace feature of the DASS display to help
recognize which enemy aircraft are turning in your direction. Use t
/ key to zoom in the DASS to get a clearer picture of your immedia
position. The idea is to clear your six after a shot, never continue
follow your target after firing at him. While it may be cool to watch
him turn into a fireball, your turn may be next if you are not carefu
Once you have cleared your six, reposition yourself for a re-attack or
disengagement. If disengaging, use the UHF radio to inform your flight wh
you are doing.

8. Crosscheck your weapons status in the HUD. Make sure you have
the desired weapon selected.

9. Bring your weapon to bear on your target. Use the radar MFD to note
the position of your target relative to the range bar. Target range is
also displayed on the HUD.

10. When target range decreases below the end of the weapon range
bar, fire your weapon. Expect that your probability of a kill is
decreased for shots taken at maximum range or at high angle off.
The AIS will automatically cycle your systems to the next target. You
may fire again when launch conditions are suitable.

77
SECTION 2 – A2A Offence
In this section you will find a wealth of information about the A2A weapons
that you can use in Typhoon. This information consists of background data
on the weapons, info on how the weapons are modelled in the game, and
tips on how to employ the weapons to best advantage.
In any simulation, programming has two goals. One is to replicate the real
world object as faithfully as possible. The other is to make the simulated
object fit into the type of gameplay that the developer has in mind. This is
where the real world and the simulated world sometimes diverge. Typhoon is
a game intended to challenge a wide range of player abilities. In doing so,
the game may at times present the player with challenges that may not
always be true to life. In fact, you will find that some weapons are less lethal
in some situations than you might expect. When this is the case, the reason
is simple. Typhoon’s developers wanted the player to be challenged
throughout the game. Not every weapon will hit its target, and not every
weapon will kill its target even if it does hit. Do not be discouraged! Continue
to attack! Eventually, you can get that kill!
Understanding your weapon’s capabilities is the key to getting that kill in
Typhoon. Let’s begin with the A2A missiles and finish with the gun.
A2A MISSILES
Your Eurofighter can be armed with three types of A2A missiles. These are
the ASRAAM (Advanced Short Range Air-To-Air Missile) and medium and
long range versions of the Meteor. The ASRAAM is intended for the close-in,
visual fight, while the Meteor is well suited for beyond visual range (BVR)
engagements.
It is common knowledge that this game can trace its lineage back to the first
EF2000, then F-22 ADF, and finally Total Air War. Since many of the same
78
developers contributed to all of these simulations, it should not be a surpri
to find commonality between them all. These previous simulations were
programmed very well. Typhoon has adapted that programming to fit the
unique aspects of its gameplay objectives. One example of that programm
is weapons modelling. Typhoon’s ASRAAM and Meteor share many traits
and capabilities with the A2A weapons in these other simulations. In the
following discussion, we will cover the real world missiles as they exist tod
and then we will describe how they are modelled in the game.
Is there a difference? Quite frankly, yes there are, and you should know w
they are. The reason for pointing out these differences is simple. We want
you to do well in your gameplay. This requires a good handle on what is, n
what might be.
In Typhoon, the ASRAAM and Meteor have one thing in common. Neither
have the exact performance that their real life counterparts are proposed t
have. We do not think this is a serious issue with this game for the followin
reasons. First, in the real world, few weapons completely meet their desig
specifications in actual practice. Too often, a weapon’s parameters,
particularly the ones that deal with maximum capabilities such as range, a
somewhat rosy and represent the ideal that may be expected under perfe
circumstances. Seldom do actual operations represent ideal conditions, an
reality has shown over and over again that rosy expectations fall short in t
heat of combat. Neither the Meteor nor the ASRAAM are in operational
service today. While their design expectations are a matter of record, their
capabilities in actual service are yet to be proven.
Then there is the issue of gameplay and AI programming. In a perfect wor
each weapon would operate flawlessly, and each target would die its well-
deserved death! Not only is that highly unlikely in real life, but in Typhoon,
you were to enjoy that level of success, the invading forces would be in
retreat from the onset of the game and that would lead to a rather quick an
unsuspenseful conclusion. Typhoon’s developers have, as a result, limited
the effectiveness of your weapons. You can expect that the enemy’s
manoeuvres will defeat your missiles at times. His ECM will be highly target). Pretty impressive, to say the least! A weapon anyone would want
effective. Chaff will sometimes ‘blind’ the Meteor and flares may be effective carry into battle. Now, let’s see how it does in the game.
against the ASRAAM.
THE ASRAAM IN TYPHOON
ASRAAM
This missile has been heavily influenced by its AIM-132 counterpart in
The Advanced Short Range Air-to-Air Missile (ASRAAM) is a next generation EF2000. You may consider the two missiles the same. Note that the missi
high performance, air-to-air missile that offers a great increase in in the game has thrust vectoring while its real life counterpart does not.
performance over current systems, and provides combat superiority against
all present and projected threats. The design is wingless, with aerodynamic
tail control giving a fast, highly agile missile.

Apart from the basic aerodynamic and propulsion improvements, the major
advantage gained by ASRAAM over the current AIM-9 series can be found in
its IIR seeker. Target acquisition and track is achieved by an advanced
imaging infra red seeker and state of the art image processing. When
combined with digital signal processing and dedicated imaging software, ASRAAM
ASRAAM is able to literally see its target. Indeed, it is even possible for the
software to designate individual areas of the aircraft, engines, cockpit, wing,
etc. Such a capability should vastly improve the weapons ability to counter
simple infra red counter measures, such as flares or similar pyrotechnics. In
addition to IIR imaging, ASRAAM acquisition and guidance is assisted by a
strapdown inertial navigation system (INS) that provides target location
information. The INS uses the Eurofighter’s Captor radar to provide a range
input and the pilot’s HMD line of sight to provide target bearing. This allows
Figure 86. ASRAAM on a triple rack launcher.
high off-boresight (90 degrees in any direction) launches.

The stated maximum range of Typhoon’s ASRAAM is approximately 10 nm

The ASRAAM is designed as a kinetic hitile weapon, meaning the missile’s
This number can be misleading as it pertains to a head on, high altitude, h
guidance system is considered so effective that an actual missile impact
closure rate attack on a non-manoeuvring target. You will seldom see suc
should be expected. The simple kinetic effects of this impact should be
an attack in Typhoon. Instead, you will typically use this missile as a backu
sufficient to ensure target destruction. In those instances where the missile
weapon following a BVR attack. In these reattacks, your best option is to u
fails to hit the target, the ASRAAM is equipped with a laser proximity fuse
the superior manoeuvring potential of the Eurofighter to achieve a low
coupled with a newly designed High Explosive fragmentation warhead
aspect/low angle off position in the target’s six o’clock. From this position,
(detonation can occur upon impact or at a pre-determined distance from the

79
you can expect a good Pk for a single missile launch. In the next figure, you
are about 30 degrees off the target’s tail, a good low aspect position for a
shot.
Figure 87. A good aspect for an ASRAAM shot.
Typhoon’s ASRAAM is susceptible to target manoeuvres and flares. If the
target is manoeuvring at high G and dispensing flares, your chances of
hitting it decrease somewhat. This is particularly true at longer ranges. The
ASRAAM has its best manoeuvrability when it still has its maximum energy.
As range increases beyond the initial motor burn, the missile’s ability to turn
diminishes. As it closes to the target, any flares that it detects may cause the
missile to track the flare momentarily before it reacquires the actual target.
This momentary spoofing allows the target to build angles on the missile, and
at end game can produce a turning problem that the missile cannot handle.
The result is an overshoot to the rear of the target.
80
The in-game ASRAAM has the capability of being launched at targets wel
your nose by using the HMD sight. Use either the target or threat padlock
verify the lock-on and target position relative to your nose. The missile’s
advertised capability at ‘over the shoulder’ launches is over-stated. Do not
attempt this in Typhoon. In fact, your best chances for a kill occur when th
launch angle is less that 60 degrees, and this is against a target that is no
manoeuvring aggressively. When possible, use BFM to reduce target asp
to a minimum.
METEOR
Also known as the BVRAAM (Beyond Visual Range Air-To-Air Missile), th
Meteor is an autonomous, all-weather, all-aspect weapon system that can
operate in a dense electronic warfare environment. It has the energy and
agility to destroy even the most agile threats at long and short ranges and
possesses multi-target engagement capability. Meteor’s performance is
many times greater than current medium range missiles such as the
AMRAAM and has excellent no-escape zone performance.
Meteor design features include a variable flow ducted ram rocket motor, a
two way data link capability between the missile and the Eurofighter,
improved resistance to electronic counter-measures, and low radar cross-
section stealth technology.
The Eurofighter designates targets in the missile’s pre-launch phase. If fac
multiple targets, the Eurofighter AIS will prioritise these targets depending
the nature of their threat (range, closure, and threat type). Other Eurofight
can share this target data using the two way data link.
Once fired, the missile is guided inertially during its initial flight phase. In m
course, missile steering commands are updated by the Eurofighter AIS.
When in range, the Meteor uses its active radar seeker to track the target.
This combination of inertial and active radar seeker guidance gives the
Meteor a true, long range ‘fire and forget’ capability. To ensure end game
lethality, the Meteor is equipped with proximity and impact fuses as well as
an advanced blast/fragmentation warhead.
THE METEOR IN TYPHOON
In programming the Meteor for Typhoon, the game developers once again
turned to the game’s predecessors, this time F-22 Total Air War. The
medium and long range Meteors in the game are follow-ons to the AIM-120C
and AIM-120R from TAW. Each Meteor shares similar coding with its TAW
counterpart.
Meteor
Figure 88. The BVR Meteor.
As in real life, the Meteors in Typhoon have some operational constraints
that should be understood well if the player is to achieve success with the
missiles. These are not ‘dogfight’ weapons. Instead, they are relatively long
range ‘fire and forget’ weapons that allow the player to fully exploit stealth
tactics to catch any enemy unaware.
81
Your Eurofighter can use both on-board as well as off-board sensors to
initially cue the Meteor to its target. Your Captor radar or data-link position
from other friendly aircraft will make up the inertial guidance commands to
the missile. Using data-link to aim your missile prior to launch allows you t
close on the target with your radar off to avoid giving your position away. I
you choose to use your radar to launch the missile, the Captor will provide
flight updates to the Meteor before the missile goes fully active. A typical
launch and flight sequence goes like this.
When you fire the missile, it will first drop below the Eurofighter for one to
seconds. Then, the missile motor will ignite, and the missile will accelerate
for a period known as the ‘non-tracking burn’. During this time, the missile
be following its initial guidance command from the Eurofighter, it will not b
trying to acquire and track the target. At the end of this time, the missile w
then go ‘active’ and will continue its burn while it attempts to acquire the
target (tracking burn). Once the motor burns out, the missile enters its last
stage of continuing to track as it coasts in to the target. The following char
shows the approximate times (in seconds) for these events:
Missile Drop Non-Tracking Burn Tracking Burn Tracking (Coast)
Meteor (Long) 2 9 10 50
Meteor (Medium) 1 5 9 40
From this, you can readily note two important things. One is that the long
range Meteor has a five second longer burn that boosts its top speed over
1.0 mach greater than the medium range Meteor. Next is the fact that it
spends almost twice as long in the unguided boost phase. The longer rang
Meteor is in the air for over 10 seconds before it begins to follow guidance
commands. This can have a negative impact on missile Pk for the followin
reasons.
If fired at low altitude where terrain is a factor, the missile may hit the ground for the magnitude of these radii, we have included a MiG-29 hard turn rad
before actually guiding on the target. Next, This period of unguided flight also for perspective. This reveals a fairly obvious disadvantage that would almo
can have a negative effect on both maximum and minimum ranges if the certainly manifest itself in reduced Pk value for this missile.
target manoeuvres unexpectedly and aggressively.

To understand this, let’s look at the missile’s operating envelopes. We begin Turn Circle Comparison
by noting again that the published maximum range is highly optimistic and Comparison for the Meteor Long and Medium range missiles Down range (ft)
should not be seen as a reliable open fire point in typical launch conditions. A
high altitude, high Mach closure launch against a non-manoeuvring target will 36000
Meteor (L)
likely produce a hit at maximum range, but if the target begins to turn or
dispense chaff, then this range value will be significantly reduced. For 30000
example, if the target turns aggressively away from the incoming missile, the
initial closure that was used to generate the maximum range cue no longer 24000

exists. This ‘beaming’ tactic may well put the target beyond the missile’s Meteor (M)
aerodynamic range, particularly if the Meteor was fired at the far limit of 18000

range to begin with.

12000

This guidance delay may also result in a relatively large minimum range
6000
value. Target manoeuvring during this time of unguided flight may take it
away from the missile’s programmed intercept position. As a result, the
0
missile may not be able to acquire the target or, in fact, may pass the target
Cross range (ft)
by the time it begins actively searching for the target

Besides maximum and minimum ranges, another important consideration is Figure 89. The effect of turn-rate on BVR missiles.
end game manoeuvrability. The two Meteors have different end game
manoeuvring potential, mostly because of the effect their airspeed has on While a 20g turn may sound impressive, the simple fact is that this equate
turning performance. to turn rates that are considerably less that what a typical fighter target ca
generate. A hard turning fighter can produce sustainable turn rates that ar
The long range Meteor attains a maximum speed of Mach 4.4 when the approximately double what the Meteor can generate when at its optimum
motor cuts out and the medium range version with its shorter burn time turning capability.
reaches Mach 3.5. Both weapons have the same maximum load capacity of
20g. Since high speed has an adverse effect on both turn radius and rate,
the extra speed of the long-range Meteor therefore comes at the price of less
manoeuvrability, as shown in the turn comparison below. To give you a feel

82
A2A MISSILE C ONSIDERATIONS
WEAPON TYPE AND AIRCRAFT LOAD OUT
Refer to the HUD or the Systems MFD for a graphic on which type of missile
is loaded, where it is loaded, and how many are loaded. Use the planning
phase of your missions to select a missile load appropriate for the anticipated
mission objectives. Keep overall aircraft weight and drag down by only
loading the type and number of missiles considered necessary for the
mission.
SHOOT CUES
Wait for your visual shoot cue before firing. The radar MFD will display a
white vertical line that represents maximum missile range for the existing
conditions. This range line is your only shoot cue.
significantly less. The missile range bar on the radar MFD is an indication
aerodynamic range for the conditions that exist at the moment that you are
viewing the target. If you fire, and then the target begins a defensive
manoeuvre, there is no guarantee of a hit. For that reason, we recommen
that you not fire as soon as the target enters the outer most segment of th
range bar.
Either missile’s probability of kill (Pk) will be increased if you wait until the
target symbol on the MFD has reached a position between _ and _ of the
length of the range line. If you fire at the extreme end of the missile range
line, you run the risk of having the target manoeuvre beyond the maximum
range capability. If you fire at short range, particularly in the case of the
Meteor, you may find the missile fails to guide or will be unable to match th
target’s manoeuvring.

Range Bar
MAXIMUM LAUNCH RANGE

Maximum launch range is a function of the missile’s ability to fly the distance
to the target. This range is based on the distance the missile can cover
during its effective time of flight. Both the target’s speed and your speed,
your closure, will have a direct effect on this distance. The higher this
closure, the more distance the missile can cover during its time of flight.
Consequently, head on attacks with high closure rates result in the longest
ranges, and tail chases produce the shortest ranges.

It is important to understand that this maximum range is an aerodynamic Target about

range only. For the given launch altitude and speed, and closure on the _ down the
target, the missile will have the ability to cover a certain distance. This range bar
parameter does not consider any target manoeuvres or countermeasures.
The actual range that the missile might be expected to successfully complete Figure 90. Inside the bar means target in range.
an intercept on a manoeuvring target that is employing ECM may be

83
HOW THE AI COMPUTES THE PROBABILITY OF KILL (PK)
Overall Pk is a combination of the likelihood of two things, hitting the target,
and then causing enough damage to kill it. This is a complicated subject, but
we think you need to have a feel for it, so we’ll discuss some of the factors
that enter the equation.
The chance that the missile will hit the target is a function of a number of
things, just like in real life. Among these are launch speed, angle off/aspect
on the target, target size, target radar cross section (RCS), infrared cross
section (IRCS), target speed and manoeuvring, and target countermeasures.
When you fire on a target, the AI does not ‘flip a coin’ to see if you are
awarded a hit. Instead, it goes through a relatively complex set of
calculations based upon the missile launch as it unfolds. Little to nothing is
“canned”. Your probability of hitting the target depends on the conditions that
exist at the moment you pull the trigger as well as the conditions that then
occur during the flight of your missile.
For your missile to kill the target it must pass three tests. One, it must be able
to cover the distance to the target regardless of target manoeuvres. Two, it
must be able to complete the intercept regardless of target manoeuvring or
ECM. Third, it must damage the target enough to kill it.
The first two conditions are somewhat inter-related when we consider the
question of target manoeuvring. The initial firing range is pretty
straightforward, the missile is within aerodynamic range for the given launch
conditions or it is not.
Once the missile is in the air, the AI then looks at target behaviour. If the
target begins a defensive manoeuvre, then it is likely that the missile will
have to manoeuvre also. Target manoeuvres not only negatively impact
maximum launch range, but they also force the missile to expend additional
energy. If the target manoeuvres effectively, it can move itself out of the
84
aerodynamic range of the missile as well as deplete the missile’s energy t
the point where the missile can no longer match the target’s turn.
The second condition deals with the actual hit or miss question. Target
manoeuvring and missile speed will determine the aerodynamic possibility
the missile being able to turn with the target. If the target is using ECM (ch
or flares), then a new calculation is made each time a chaff or flare is
released by the target. The AI will look at the target RCS/IRCS at the
moment of ECM release, compare this to the player’s selection of difficulty
level, and then make a determination of whether or not the missile will
continue to track or not. This calculation is only made once per chaff bund
or flare release per missile launched. Therefore, when considering ECM
effectiveness, multiple missile launches may improve Pk since each missi
is considered separately.
One other aspect of missile guidance in an ECM environment is worth not
It is possible that the missile, having initially responded to the chaff or flare
may reacquire the target and begin guiding on it again. This will most likely
occur when the target has not moved a significant distance away from the
chaff or flare so that it is still within the missile’s field of view.
Finally, another calculation is made if the missile actually hits the target. T
level of difficulty that the player has selected will be compared to the targe
type, and from that, a level of damage is determined. The final result is a
target that is destroyed or only damaged. As a rule, the missiles in Typhoo
will need only a single hit to kill a fighter but will require at least two hits to
a bomber or transport type target.
TIPS ON MAXIMIZING PK
The Meteor has its greatest Pk in a frontal engagement. Attempt to shoot
head on when possible. Target manoeuvres are minimized in a head on
situation as are the effects of target ECM. High closure speed will minimiz
both missiles’ flight time, and, in the process, minimize the target’s ability t
manoeuvre out of the way.
Once the missile is launched, the ‘fire and forget’ nature of the Meteor will
then allow the Eurofighter pilot to manoeuvre against other targets. If you
lock a target and then pass it to your wingman, the Eurofighter data link will
send target position to your wingman’s AIS.
The ASRAAM is an all-aspect missile, but its Pk is increased substantially
when fired in low aspect, low angle off situations. If you fire an ASRAAM at
high angle off, you may find that target manoeuvring and flares may defeat
the missile.
Depending on the amount of chaff and/or flares being deployed by the target,
you may improve your Pk by firing two or more missiles at a single target, but
we tend to discourage this technique. You will find that you are usually
outnumbered and every missile will count. A better tactic is to work for a shot
that is in the ‘heart of the envelope’.
You may find yourself in a situation where you are engaging multiple targets,
for example, when attacking a group of cruise missiles. In this case, engage
the target group from a position of best advantage, head on for the Meteor,
aft quarter for the ASRAAM. Launch one missile per target. After all targets
have been fired at, reposition for a follow-up attack on any surviving targets.
Avoid firing at targets that your wingmen have already engaged. Any target
symbol with a cross in it has already been fired on by another fighter. You
may assign targets to your wingmen and then attack others yourself. One
technique that has worked well for us is to let your wingman and other
friendly elements attack ahead of you. In doing so, you avoid attacking a
target that someone else has already targeted. This technique of “batting
cleanup” allows you to deal with enemy aircraft that make it through the initial
merge.
Finally, by confirming your weapon selection, you can avoid wasting your
limited weapons load by firing one weapon when another is desired. Use the
fence check to make sure you know where your missiles are loaded. Check
85
your systems MFD if in doubt. Make sure you have A2A selected by
checking the HUD/HMD for weapon designation. Remember, all forward
firing ordnance is launched or fired using the trigger.
W EAPON E NGAGEMENT Z ONES ( W E Z )
The WEZ charts shown below indicate what you can expect as the maxim
launch range for a missile at 1g and non-manoeuvring target for most
gameplay conditions. When the missile is forced to fly under load to maint
a collision course on a manoeuvring target, the additional drag would have
significant impact on range.
The charts may not agree with the radar MFD range bar value, in fact thes
charts are fairly conservative and should be used as a guide to maximizin
Pk, not as a technical representation of the missile’s maximum aerodynam
envelope.
Remember, these are aerodynamic range envelopes, they do not say
anything about the probability of hitting or killing the target. For example,
launching the long range Meteor close to its maximum range is likely to re
in very low Pk. This is because, with a missile time of flight (TOF) in exces
of 40 seconds, enemy aircraft have the time to launch multiple chaff bundl
and engage in defensive manoeuvring. Both of these, when considering th
missile’s relatively poor manoeuvrability, conspire to work against the
effectiveness of this weapon.
ASRAAM PERFORMANCE CHARTS
ASRAAM

Here are two representative charts of ASRAAM performance. The first shows Eurofighter = M 1.2
Target = M 1.2
a co-speed, subsonic situation. 5.0
ASRAAM Rmax

Eurofighter = 460 knots 4.0

Target = 460 knots
5.0

3.0
4.0 Rmax

2.0
3.0

1.0
2.0
Cross Range (nm)
0.0
1.0 -4.0 -3.0 -2.0 -1.0 0.0 1.0 2.0 3.0 4.0

Cross Range (nm)

-1.0
0.0
-4.0 -3.0 -2.0 -1.0 0.0 1.0 2.0 3.0 4.0

-2.0
-1.0 Down Range (nm)

Figure 92. ASRAAM performance against supersonic targets.

-2.0
Down Range (nm)

Figure 91. ASRAAM performance against subsonic targets. METEOR PERFORMANCE CHARTS

The next two charts display relative average performance between the
The second shows a co-speed, supersonic situation. You can see that the medium and long range Meteors. The long range missile enjoys an increa
increase in speed gives the ASRAAM a small increase in maximum range in maximum range of about 10nm in the front and aft quarters.
a head on shot.

86
 METEOR (M) METEOR (L)
Eurofighter = 600 knots Eurofighter = 600 knots
Target = 600 knots Target = 600 knots
25.0

35.0 Rmax
20.0 Rmax

25.0
15.0

10.0 15.0

5.0
5.0
Cross Range (nm)
Cross Range (nm)
0.0
-25.0 -20.0 -15.0 -10.0 -5.0 0.0 5.0 10.0 15.0 20.0 25.0
-35.0 -25.0 -15.0 -5.0 5.0 15.0 25.0 35.0
-5.0

-5.0

-15.0
-10.0

-25.0
-15.0 Down Range (nm)
Down Range (nm)

Figure 93. Medium range Meteor performance. Figure 94. Long range Meteor performance.

87
27 MM CANNON
The Eurofighter is equipped with a single MauserWerke GmbH BK-27
cannon mounted internally in the fuselage forward of the starboard wing.
Several other NATO aircraft manufacturers have chosen this gun as their
weapon of choice for fighters such as the Tornado, Gripen, and AlphaJet.
In the Eurofighter, the BK-27 cannon is intended for both A2A and A2G use
and may be loaded with a wide range of armour piercing and high explosive
rounds. The real Eurofighter carries 150 rounds which gives it approximately
6 seconds of firing time. The gun system incorporates a modern lead
computing optical sight system (LCOSS) that may be used in a manual or
automatic mode. The gunsight display functions something like an A2G
CCIP. The aiming reference is a circular reticle attached to a moving line that
varies with aircraft flight control inputs and target range. The pilot’s objective
is to fly the reticle and its pipper to the target and then open fire. In the
automatic mode, the pilot manoeuvres to place the reticle on the target. The
gun will automatically fire whenever there is a valid aiming solution.
THE GUN IN TYPHOON
The 27mm Mauser gun system in Typhoon is modelled very accurately. The
gunsight is a good representation of the real world Eurofighter gunsight, and
it functions in a realistic manner. There is no automatic mode in Typhoon.
The quantity of rounds carried in the game varies with difficulty level and is
considerably greater than real life. This is a concession to game play and is a
carry-over from EF2000.
GUN SYSTEM PRINCIPLES
Of all the weapons carried on a fighter, the gun is the oldest and the most
difficult to get a kill with. Nothing has changed since World War One, nothing.
You and the Red Baron still have the same problem to solve. He had to get
88
in range and he had to get into his target’s plane of motion. So do you. Yo
have some advantages, your 27mm cannon has a higher firing rate, is mo
destructive, and has a longer range. He had a “ring and bead” gunsight, a
he had to apply his own “windage” and lead angle. You have a lead
computing gunsight, which under ideal conditions will do a pretty good job
figuring some of that out for you. Please notice that I used the words “idea
“pretty good," and “some." That’s because there is no such thing as a “dea
dot” gunsight. Some late model gunsights come fairly close to having a
“death dot” capability under perfect conditions. While the Typhoon sight is
one of those, it can be a very effective aiming system when used properly
To learn how, let’s look at how our sight performs.
THE PREDICTOR OR DISTURBED RETICLE GUNSIGHT
The Typhoon LCOSS (Lead Computing Optical Sight System) attempts to
show you bullet position in space as a function of time of flight (TOF). Let
use the word “bullet”, I know the 27mm projectile should be called a “roun
but I like the word “bullet“ better! Here’s how it works.
First, the gunsight computer gets a gyroscopic input that tells it where you
flight path is, this is your plane of motion. You need to maintain a fairly
steady attitude and G load for this computer to do its work correctly. As yo
nose moves along its plane of motion, think of it drawing a line in the sky.
That line is a projection of your plane of motion. That line will be only as
straight as your ability to fly a steady attitude and G load. When the gun is
fired, the bullets start out in this line and then fall below it due to gravity dr
How far these bullets fall below that line is strictly a function of time.
Therefore, our first point of emphasis is that your bullet path follows your
flight path, at least initially.
The second point to understand is that the target’s speed and angle cross
your nose results in it covering a lot of airspace during the bullet’s TOF. Th
requires us to lead the target by aiming in front of it in its plane of motion.
also need to add a gravity drop correction. The result is a lead angle
corrected for gravity drop that is based on a given TOF.

This lead angle is shown in the A-A HUD as the distance from the circular
pipper to the fixed gun cross symbol. The gun cross is that small + in the
middle of the HUD. It is also known as the centreline marker. A movable line
known as the “snake” connects the pipper and the gun cross. The gun cross
+ is a good representation where the bullets appear on the HUD right after Gun Cross

they are fired. Snake

Let’s put our Eurofighter into a turn and then go back to our gyroscope Velocity Vector (VV)

concept in the first paragraph. As we pull G in the turn, the gyroscope senses
this G. It sends this data to the LCOSS computer which uses it to compute
Reticle
your plane of motion. The LCOSS then projects a line on the HUD that
shows you a depiction of your plane of motion. This line originates at the gun
cross. This line is the same line we call “the snake." The length and direction
of the “snake” are determined by how hard we pull on the flight stick.

Now, let’s bring the pipper into our discussion. The pipper is actually the little
dot in the centre of the range articulated reticle (the circle), but the reticle has
been called the “pipper” for years, and we will stick with tradition. The pipper
is at the end of the snake. Figure 95. The gun reticle and ‘snake’.

The reticle is a complete circle outside of about 1.5 nm. As range decreases
below is value, the circle begins to disappear in a counter-clockwise
direction, starting at the 12 o’clock position, leaving a series of ‘dots’ in its
place. At minimum range the reticle is a circle of nine dots and a reference
‘tick’ at the 12 o’clock position.

89

Reticle as a circle of
nine dots
Figure 96. The reticle at minimum range.
The trailing edge of the circle indicates target range. The circle will show your
closure as a function of the rate that the circle unwinds counter-clockwise.
The location of the receding edge of the circle is the target range. We feel
that in the heat of the battle that trying to use the dots to compute target
range is impractical. Instead, we use the approximate clock position of the
edge as an indicator of open fire range. For example, the 9 o’clock position is
“long range”, the 6 o’clock position is “medium range”, and the 3 o’clock
position is “short range”. While kills may be obtained at the longer ranges,
under most conditions, for best Pk, do not open fire outside the 6 o’clock
position.
There is one more contributor to our LCOSS solution, and that is the range to
the target. The radar measures the distance and angular acceleration of the
target. Then, the LCOSS takes that range, and with the help of smoke and
mirrors and lots of voodoo, comes up with the time that a bullet would take to
90
Range is 4000 feet (each dot
is 1000 feet range)
Figure 97. The reticle tracking a target at 4,000 ft.
fly that distance, the TOF of the round. OK, hold on to your seat, here com
the hard part.
The LCOSS goes back to the HUD and the snake line and assumes that y
have been maintaining a steady plane of motion for at least as long as tha
TOF. The LCOSS now draws the pipper on the snake. The pipper represe
where the bullets are now which were fired one TOF ago.
If somehow, the target happens to show up at that same spot, then it goes
boom. Your job is to make the target show up at that spot. Simple, right?!!
Well, not really, but we will offer you some tips that should make a gun kill
bit easier. First, let’s restate the main theoretical points.
LCOSS THEORY AND PROBABILITY OF KILL (PK) ASSUMPTIONS G UN A TTACK T ECHNIQUES - TRACKING S H O T

• You have been and will continue to maintain a constant plane of
motion.
• Your plane of motion approximates the bullet plane of motion.
• You have to manoeuvre so that your plane of motion intersects the
target’s plane of motion. Ideally, you want your plane of motion to
overlay the target’s plane of motion; this is called “tracking” the
target.
• You must always remember that the LCOSS is not tracking the
target. It is only attempting to show you bullet history. Only you know
where the target is, you must fly the target to the pipper. The LCOSS
will not do this for you.
• The pipper is where the bullet is now, which was fired one TOF ago.
• You want to stabilize the target in your plane of motion and hold it
under the pipper for one TOF for a tracking shot.
• If you are attempting a snap shot, the gun has to fire one TOF before
the target gets to the pipper.
Disregard the pipper during your initial manoeuvring. Do not try to fly the
pipper to the target. Try to stabilize the target in the middle of the HUD by
getting into its plane of motion. Make your angle of bank the same as the
target’s. With that done, if the target stabilizes in the middle of the HUD, y
are in its plane of motion. If the target moves towards one side of the HUD
then you are in a plane of motion on the side of the target opposite the
direction it moved in the HUD. For example, if the target drifted left, you ar
flying to the right of its plane of motion. You must bank left slightly towards
the target, bring it back to the centre of the HUD, and then roll gently back
the right to match its bank angle. Do this until the target does not move aw
from the centre of the HUD.

There is no “hit bubble” in Typhoon as there may be in other simulations. In

Typhoon, you have to hit the actual target. Since the relative size of the
Target is left of the reticle. Fly the gun cross left to
target has a direct impact on your chance of hitting it, avoid firing at targets the X to move the reticle towards the target.
from their dead six o’clock. Not only does this reduce relative target size to a Gun cross
minimum, but it also increases your chances of being damaged by target
debris.

Your choice of difficulty level has no affect on gun accuracy. Regardless of

X
difficulty level, the problem of hitting the target remains the same. The
difficulty level does affect the amount of damage that your fire causes on the
target. Therefore, your gunnery must be precise at Level 3 difficulty since the
damage inflicted on the target will be minimized.
Figure 98. Getting the reticle on target.

91
Remember, you must use the gun cross as your reference on where to point
your nose. DO NOT try to fly the pipper, it is very unstable and will be more
of a hindrance than a help. Note how far the pipper is away from the target.
Then fly the gun cross by that amount in the needed direction.
Adjust your throttle to maintain minimum closure. While a direct readout of
closure is missing from the Eurofighter HUD, you may still use your avionics
to easily compute your closure. You need to have the IRST MFD called up, it
has the target actual airspeed displayed in the upper left corner of the MFD.
Compare this to your HUD airspeed. The difference between the two is your
closure. 50 knots closure is enough.
Your airspeed
Target airspeed. Your
closure is 49 knots.
Figure 99. Using the IRST to compute closure.
92
Once you have the target stabilized in the HUD, fly the gun cross out in fro
of the target and in its plane of motion. Make your control inputs very smo
and controlled. Now is not the time for jerky inputs.
Superimpose the snake over the target. Do this to get the snake into the
target’s plane of motion; this will put the target into your gun line.
Align the snake over the
target’s flight path. You are
now in the target’s plane of
motion. Snake
Figure 100. Aligning the ‘snake’ in a turning fight.
Now bring the pipper into your crosscheck. Smoothly increase or decrease
back pressure to move the pipper to the target. As the target moves into th
pipper circle, open fire and hold the trigger down as the target flies though
the pipper or is stabilized under the pipper. Manoeuvre out of the way of th
flaming debris.
 You need this constant attitude so that you know where your bullets will go
when you fire them.

You must be able to predict your target’s plane of motion. To do this, he m

maintain a fairly stable flight path.

With the target’s plane of motion in mind, you then fly your nose to a posit
in front of the target’s flight path.

Then you stabilize your attitude and compare the pipper to the target’s flig
path. The target must be moving towards the pipper. You must maintain a
steady attitude and G load to allow the LCOSS to compute a bullet referen
point.

Pull your nose to put

the gun cross where
Figure 101. The desired end result. the X is and then fire. X

GUN ATTACK TECHNIQUES - SNAP SHOT

A “snap shot” is a non-tracking gun shot. It is defined as any time you shoot
at a target whose plane of motion is not aligned with yours. Think of it as
shooting at the target as it crosses your flight path.

Since the target is not in your plane of motion for any length of time, the
number of bullets that may hit it is minimal. Therefore, snap shots have a
much lower Pk than a tracking shot.

The central idea of a snap shot is to stabilize your nose to get a reliable
LCOSS computation. This means constant G and constant aircraft attitude. It
does not matter what that attitude and G are as long as they are constant.

Figure 102. Putting bullets in a target’s path in a snap-shot.

93
You must open fire one TOF before the target gets to the pipper. Since TOF
is a function of range and closure, it is impossible to give you a hard and fast
lead point for all situations. One suggestion is to open fire using the diameter
of the pipper circle as a rough ruler. We suggest you use at least two
diameters as an approximation, more may be needed.

As before, immediately break away after firing.

94
SECTION 3 – A2G Offence
THE AIR TO GROUND MISSION IN TYPHOON
The air to ground mission is essential to success in the Battle for Iceland.
With fixed targets and formidable surface-to-air and air-to-air defences you
will find that the seemingly simple task of destroying surface based targets
will be one of the most challenging you will encounter in the campaign. In this
section we will discuss the techniques you will need in order to deliver your
ordnance successfully, including mission planning target and threat
assessment, and weapons employment.
MISSION PLANNING
When the pilot enters the planning room you have the ability to edit the
mission plan. You will be able to change the default weapons and
waypoints. Editing the waypoints ensures that you have the safest route to
and from the target. Editing the weapons ensures that you have the right
tools for the job when you get there. This is an important stage, particularly
when the campaign is busy, because there will be times when you are forced
to let the AI fly some or all of the mission for you and a wise choice of
waypoints and weapons can mean the difference between success or failure.
This point will be discussed in more detail later, but first we need to say a few
words about some of the factors that have an influence on waypoint and
weapon selection.
INGRESS AND EGRESS (ALTITUDE AND ROUTING)
Firstly, the question of altitude needs to be considered from the perspective
of threat avoidance, detection by enemy early warning systems, and weapon
delivery. High altitudes in the order of 45,000ft and above have the
95
advantage of eliminating some of the enemy weapons, while making othe
less effective. For example, the effectiveness of enemy Surface to Air
Missiles will be degraded due to the climb and the extra time available for
employment of counter measures and avoidance manoeuvres will enhanc
your survivability. However, at that altitude you will be more easily detecte
and enemy aircraft will be vectored to your location. You will be difficult to
intercept at those altitudes but weapon delivery considerations are likely to
force you to lower altitude over the target. The low altitude approach also
the advantage of reducing the threat of Surface to Air Missiles, and if they
are launched, permits the use of terrain masking as part of your avoidance
strategy. Weapons delivery effectiveness will be greatly enhanced and it is
possible to achieve the element of surprise. In some cases you will be abl
launch weapons before you are detected, only coming under fire during
egress. The low altitude attack can be very effective so we will consider
some of the threats you will encounter during that type of attack in more
detail.
For example, during a low level attack the Tunguska will meet your low
approach with two automatic double-barrelled 30mm guns, unless you pop
too high during your attack in which case it will also employ the SA-19. Th
Tunguska is capable of firing 30mm rounds at the rate of 10,000 every
minute. The Russian T-90 Battle Tank will also employ its single 12.7mm A
Defence gun and flying directly into any of these weapons, or flying directl
over them, will present the enemy with an ideal solution to their gunnery
problems and is almost certain to result in multiple hits.
 Avoid flying directly at, or over, enemy
ground threats that you do not intend to
attack.

Presenting a beam aspect to enemy

ground threats will create maximum line
of sight rate problems for their guns.

The enemy’s gunners will need to estimate lead in a similar manner to the
way you employ the Eurofighter’s gun during air combat. From your own
experience with the Eurofighter’s cannon you will appreciate that it is much
easier to hit a target that is moving consistently and only then when you have
sufficient time to judge the shot. The enemy gunners are fallible due to
similar delays in their ability to adjust to rapidly changing situations. You can
take advantage of this by deliberately creating maximum line of sight rate
problems as shown here.

The enemy will also find it more difficult to predict the correct lead if you a
maintain continuous velocity vector rate changes by flying in a curved fligh
path as shown below.

96
 The correct lead will be even more
difficult to achieve if you do not fly
straight and level.

Rate of
change of Minimu
velocity vector attack
Velocity vector
Try to maintain a
beam aspect to
ground defences

A curved flight path will create velocity

vector rate problems for the enemy
gunners.

Egress away
from enemy
threats Target
The risks can be minimised by combining those ideas. That means beaming T-90 Main
Battle
enemy threats and rolling into your attack from a curved flight path, Tank
maintaining a straight and level attitude only long enough to aim your
weapons. This would look like the attack shown below. Remember, the only
enemy threat you should fly over is the one you intend to destroy. If your wild
Gunnery is difficult and flying in a predictable manner will allow the enemy
weasel flight has done their job, there will be holes in the defence system big
gunners the time required to solve their problems while tracking your aircr
enough for you to fly through.
Presented with line of sight and velocity vector rate changes the gunners
manning the Tunguska and T-90 will attempt to lay down fire with excess
lead in the hope that you will fly through their wall of tracer. There is one
further idea that can assist you to minimise your exposure, and this involv
introducing a degree of unpredictability into your aircraft motion. Ideally th
would involve direction or altitude changes at intervals consistent with goo
aircraft handling and weapons delivery requirements. This will prevent the
enemy from getting settled into their aiming, and when done under fire, wi
result in some of the most intense and demanding flying you will ever
experience.

97
You will now be able to select waypoints with these considerations in mind.
One other factor to be considered is that your wingman and the pilots in the
other flights will invariably stay on their planned route, regardless of enemy
threats. When they are ordered to attack heavily defended targets with short-
range weapons, they will fly into the barrage of SAM missiles, triple A, and
tracer fire with fearless determination. They won’t make unscheduled
detours, or adjust their plan in accordance with the demands of a rapidly
changing combat situation, as you will. Choose your waypoint locations with
that in mind. For example, in the screen shot above you will notice that
waypoint five is located such that your flight will egress directly over enemy
territory and associated air defence systems. If you fly the mission yourself,
that would not be an issue because you would of course fly the most
appropriate route based on your continuous threat assessment. However,
after a successful strike, you might wish to leave the AI to fly the aircraft
home in order to fly another more urgent mission, or you might be forced to
stay with another pilot during the heat of combat. No matter how events
transpire, it would still be prudent to move the waypoints to a location that
gives your flight the safest route to and from the target. In this case I’ve
selected the route shown below. Waypoint two and three take the flight to an
initial point for the attack that would only require a very short ingress over
98
enemy territory and bring them under fire for the minimum duration. Wayp
five and six have been positioned to take the flight directly away from enem
threats and move them as far as possible over friendly territory. That has t
added advantage that should any of your flight be forced to ditch or bail ou
they won’t be captured and are far more likely to be successfully rescued.
The extent of these detours should be tempered with proper consideration
fuel consumption, and so when you see a need for slightly longer range, it
always wise to include a centreline fuel tank.
F ENCE C H E C K S
In this section I will include things to do when the pilot crosses a red borde
mark, or the last waypoint before the target, including last minute checks a
wingman commands etc.
T ARGET AND THREATS
Your target will be assigned to you during your briefing, and it is selected
according to the current battle situation. Sometimes, the targets will be of
vital importance, and on other occasions less so. For example, a mission t
interdict the recent delivery of enemy fighters and thereby destroying them
on the ground, will have an impact on the campaign because if you fail, th
fighters will be available to the enemy to hinder your subsequent missions
you succeed, you will notice a distinct difference in fighter strength until th
receive fresh supplies. However, even though the failure to destroy the
enemy fighters the easy way will make life tough, it will be by no means
impossible to succeed in the battle with such setbacks. However, should t
Russians decide to employ their nuclear threat, the success of the interce
mission will be far more important… Indeed, it becomes vital! Other missio
act as pivots upon which the course of the campaign is hinged, and those
missions are discussed in more detail later.
During your execution of each mission, one important consideration will be
the destruction of targets of opportunity. Every building, tank, helicopter,
bomber and fighter you destroy during the campaign will have an impact on
the battle. It is therefore extremely tempting to destroy your primary target,
and then go looking for other targets on which to employ your remaining
ordnance. That is certainly a good way to press for victory, but this must be
tempered because placing your pilots in unnecessary danger is the surest
way to defeat.

For example, once the invasion begins you will be tasked with the destruction
of enemy amphibious assault vehicles. In order to minimize the high-risk ship
to shore time the Russians have developed propeller and jet propelled
versions of the Ekranoplane supported by high-speed hovercraft. Fast
moving and manoeuvrable targets like that are difficult to destroy from a safe
altitude with unguided weapons. However slower moving targets like
submarines and ships are easier to attack and make very tempting
secondary targets. For example, the enemy tanks are delivered to Iceland on
container ships and so their destruction will have a serious impact on the
initial Russian advance. However, high value assets are very well protected
and the container ships approach the island with a well-armed naval escort.
Any attempt to approach them meets strong opposition and very heavy fire. If
you have just used all of your air to ground weapons destroying your primary
target and then decide to look for a heavily loaded container ship to strafe, be
warned, the concentrated crossfire from several enemy ships make such
attacks a high risk proposition. That said, you will certainly do much better in
the campaign if you are able to destroy your primary target and as many
targets of opportunity that prudence will allow. Here are some examples of
decisions based upon target and threat assessment.

In this first example the strike mission involved the destruction of the control
tower at an enemy airfield. The attack was carried out using the BL755 However, during my run in to the target I noticed a large number of enemy
Cluster Bomb and the final approach and resulting target destruction are aircraft parked on the flight line as shown in the following shot:
shown in the following pictures.

99
 Notice from the speed and altitude indicated in this shot that the ability to
stay fast and low during this type of attack greatly enhances your
survivability. You will also notice from the irregular edges of the IRST that
this system has already been damaged due to hits from ground fire.

The next example illustrates the need for flexibility in the decision making
process. In this case, the mission was a Hovercraft interception. After
successfully completing the mission I was returning to base at 32,000ft wh
I spotted some interesting activity at an enemy airfield. The screen shot
below shows the view seen from the virtual cockpit looking out over the
canopy rail. You will notice that the aircraft currently locked up is a MiG-29
410ft and 169kts on a heading that appeared to be aligned with the runwa
He was landing!! I toggled through the other aircraft and they all appeared
be in the landing pattern, all low and slow and a very tempting target indee

These aircraft, all MiG-29s appear to have just ferried in and were probab
These aircraft would be considerably easier to kill on the ground and since I
low on fuel, the thought of catching six MiGs at such a disadvantage woul
was already there the decision to attempt a guns pass on the way back was
have been enough to tempt any fighter pilot, and so I decided to attack. I
easy and involved little more danger than I was already in.
continued on my current heading until I judged that a turn would bring me
line with the runway, hopefully one guns pass along the runway would be
enough to dispatch several MiGs in various stages of landing or taxi.

100
Unfortunately, the MiGs didn’t want to be caught with their undercarriages
down and the screen shot below shows that as I approached the runway I
was spotted. They abandoned their landing, and broke towards me, I felt like
a boy who had poked a stick in a hornet’s nest… A bunch of angry MiGs was
turning hard and I was now faced with a very different situation.
With only a little more fuel than I needed to return to base, the prospect of
being outnumbered over an enemy airfield in a protracted engagement was
not appealing. Even if I were able to survive the fight, I wouldn’t have enough
fuel to make it back to base and the alternative would involve bailing out into
enemy territory and almost certain capture. The decision to continue with the
attack would have had an unacceptably high probability of losing the pilot. In
this case, I selected my remaining Air-to-Air missiles, launched them all
against the slow MiGs and rolled out on a heading that would take me out of
trouble and home. What started out as a very tempting secondary target had
very quickly become much less viable. However, all was not lost, the
decision to bug out was good because any of the MiGs that survived the
101
missile attack and gave chase could be re-engaged later. One of your ma
tools in keeping the threats to a minimum involve using your support flight
their full potential. Your fighter escort and Wild Weasel flights can help you
complete a safe egress. So, after dragging the MiGs away from their own
defences, you would be able to command your wingman and any survivin
pilots from the escort flight, to engage any MiGs giving chase. Then you
would be able to reverse for a kill, safe in the knowledge that a friendly ba
is nearby. Remember, the survival of your pilots is more important in
Typhoon than in any other simulation you have flown. Your success will
depend on your ability to keep them alive and fit for combat. One valuable
lesson to be learned from this is that it was a mistake to attack those fighte
while they were still airborne. It would have been better to loiter at a safe
distance until they had landed and then attacked them on the ground.
Destroying enemy fighters on the ground is an important objective in the
campaign and is considered in more detail in the campaign chapter.
W EAPONS D ELIVERY T ECHNIQUES
Each of the weapons modelled in Typhoon has been designed to destroy
specific target types and therefore require different techniques to ensure t
the velocity and angle at impact are suitable for the desired effect. For,
example maximum penetration of concrete or armour is achieved when th
weapon strikes the surface at ninety degrees to it. For example, using iron
bombs to crater a runway is best done by level bombing from high altitude
That will ensure a high-speed impact perpendicular to the surface, hopefu
resulting in enough penetration to form a camouflet. Similarly, weapons lik
the Penguin and Brimstone that need to impact the side of a ship or a tank
normal to it require a low level approach. Weapons can be delivered in les
than optimum parameters, and even used against targets for which they a
not ideally suited. However, the results may still be satisfactory in some
cases, but much less so in others. The way in which factors such as these
influence your delivery will be discussed as they arise for each weapon.
PAVEWAY
This weapon consists of an Iron Bomb fitted with folding wings that provide
lifting surfaces to enable the bomb to be guided rather than just fall onto the
target. Canards are placed forward of the wings for directional control and
the bomb is steered to the target by means of its computerised optical laser
sensor. The Paveway system has the ability to attack multiple targets
simultaneously and from low altitude. This makes it a very effective and
reliable weapon when employed against small, relatively slow, mobile ground
targets. For example, with a maximum of seven Paveway Laser Guided
Bombs (LGB) loaded you can consistently achieve six or seven T-90 kills
from a single pass. Unlike their unguided cousins the Paveway is just as
effective when launched from 300ft as it is from 30,000ft and is also effective
against other surface targets like submarines and ships. If the target can be
acquired with the laser designator, as indicated with a red triangle in the
same way as your radar or infrared weapons, the Paveway will destroy it.
Your only problem is to get close enough to release the weapon within range
and a chart showing level bombing range is provided below for that purpose.
There are two attack profiles recommended for this weapon, level bombing
or toss/loft delivery and which one you choose will depend on the nature of
the surface to air defences. Firstly, let’s consider level bombing using the
Paveway in more detail. Most attacks against Tanks and AAA systems
should be carried out at an altitude high enough to reduce the risk from
ground fire. Attacks against SAM systems are generally safer when executed
from low altitude. In each case, level bombing will be entirely satisfactory, but
level bombing from low altitude does have the disadvantage that you
invariably need to fly over the target.
You will notice that this attack was made from a level approach and at an
altitude of 130ft. This was low enough to avoid undue risk from the systems
own surface to air missiles. A typical delivery profile is shown in the diagram
below. Unfortunately, it is inevitable that you fly over the target before it has
been destroyed and so the risk of damage from ground fire is high, but that
can be minimised with the use of high speed.
102
Eurofighter
Typhoon
The Paveway can be delivered from a wide range of
altitudes. Weighing in at 2000lbs this weapon is heavy and
the aerodynamic surfaces attached to it are small, which
means that while the degree of control is good allowing it
to hit small moving targets, for optimum results the range
should not be considered as being significantly greater
than its ballistic counterpart. When attacking multiple
targets simultaneously (fire and forget) you can use a level
bombing attack profile and reduce your speed to allow the
time to ripple off the required number of bombs before you
pass over the target.
Generally speaking the risk of damage to your aircraft increases the close
you get to your target. Ideally you will release your weapon as far as poss
from the target and not fly over it. However, for level bombing, increased
range can only be achieved by flying higher and faster. However, flying at
medium altitudes can make you more vulnerable to the enemy SAM syste
and it was that risk that lead to the description of the low level approach
described above. However, that should be balanced by the fact that a high
approach has the advantage of giving you the time to launch all of your
Paveway bombs in one pass. Both methods involve an element of risk, on
from ground fire, and the other from SAMs. The remaining question is dur
a level bombing approach, what is the maximum distance between the tar
and the point at which you release your bomb? If you look at the following
diagram, you will see that the range is given in nautical miles (as shown in
the HUD) against the release altitude in feet for an aircraft travelling at Ma
1.1. You will notice, that at an approach altitude of 10,000ft you can releas
from 4nm away.
 Level Bombing Range Bomb Trajectory Comparison
Level versus loft d
Altitude (ft)
Altitude 25000
Both aircraft at M1

(ft) Aircraft at
50000
20000

40000 15000

10000
30000

5000

20000

0
0 1 2 3 4 5
10000 Cross Rang

0
0 1 2 3 4 5 6 7 8 but pulls the nose up to 45 degrees before releasing the weapon at 4000ft
Range (nm)
You will notice from this graph that even a modest stand off range will require
you to fly at altitudes that will make you vulnerable to SAM attack, while the
lower altitudes force you to fly within range of enemy guns. Ideally, you would
like to make an approach to the target low enough to avoid the SAM threat,
and also release your weapons from far enough away to avoid the risk from
ground fire. That brings us to the loft, or toss delivery technique. The graph
below shows the trajectory of a Paveway bomb released from an aircraft
flying level at 21,500ft flying at Mach 1.1 for a range of just under 6nm. All of
these graphs include the weapon’s drag, and shows a free fall trajectory.
Because these weapons can produce lift, their actual range may be slightl
greater than that shown, but it is advisable not to count on it. You will notic
that an aircraft that makes a low approach to the target at the same speed
can achieve the same range as an aircraft more than 17000ft higher. You
see that this technique will allow you to make an attack and still break awa
without risk from ground fire, but will require a brief exposure to SAMs dur
the pop up. The trade off is that you will only be able to make one attack fo
each pass before you break away to set up another one. The extra time
required for multiple attacks, albeit in relative safety, will make you more
vulnerable to enemy interceptors. The choice between the weapon deliver
techniques that you use on any given mission requires you to balance all o
these factors.

103
 Pickle at 45 degrees effectiveness, while reducing the level of damage sustained during such
1 for maximum range
attacks.

ALARM
°
5
4

Low ter
on
2 This rocket powered air to ground missile has an on-board passive radar
4000ft
rofigh
o
ph
Eu
Ty

release
receiver that allows its seeker to home onto enemy radar emissions. It ha
Eurofighter
Typhoon

high explosive/fragmenting warhead and forward looking rangefinder that

enables the weapon to explode at a distance from the target predetermine
Release with HUD by the type of radar emission. This air launched anti radiation missile has
reading of 5nm
several modes of operation that are classified as either indirect or direct.
However, the high degree of surveillance data available to the onboard
This type of attack is shown above. With a maximum range, minimum
systems means that it will always be possible for you to designate a target
altitude delivery you will greatly reduce the risk of coming under fire before
prior to weapon delivery so that all threats can be engaged in direct mode
the target has been destroyed. Two types of reversal have been illustrated,
When the Alarm comes off the rails, it is ballistic for two seconds before th
continuing to pull over vertically after release as shown at 1, will keep the
guidance system begins to operate, so this weapon cannot be launched a
distance to the target as large as possible but will increase your altitude
low altitude because there is a risk it will auger before the guidance system
significantly. That would be most appropriate where the risk from ground fire
take control. As with the Brimstone, launching from high altitude will degra
is greater than the risk from SAMs. However, where the SAM threat is more
the horizontal range of this weapon and so a delivery profile involving
serious, a low slicing reversal will minimise your altitude gain, but will take
weapons release from 6000ft or below is recommended.
you closer to the target and any ground fire. You will be able to make a
decision based on the nature of the threat at the time.
When you employ these weapon delivery techniques you will find that the
Paveway is extremely effective, yielding probability of kill ratios between 85%
and 100%. That means at least six or seven kills from a maximum load of
seven. During you approach, it will be possible to use terrain masking to
maximum effect by running in from dead ground, with a previously acquired
lock, and then popping up over the terrain just prior to weapon release. This
type of attack affords even more protection, but unfortunately the terrain
rarely cooperates in providing an ideal attack route, and the ability of your
onboard systems to hold a lock with a broken line of sight is not consistent.
Even so, bearing these factors in mind, will enable you to make good
decisions during your mission, and should increase your combat

104
 ALARM WEZ
PENGUIN
Aircraft at Mach 1
below 6000ft with
a Stationary Target This weapon is powered by a solid fuel rocket with a dual burn/boost
14
capability that allows it to be employed beyond the range of the targets
12 defensive systems. The Penguin is a fire and forget weapon that drops to
10 low altitude after launch with the aid of an onboard altimeter and uses a
8 passive infrared seeker during the final phase of its attack. This missile aim
6 for the water line where the warhead penetrates the hull before exploding.
4
CROSS Penguin WEZ
2 RANGE
0 Aircraft at Mach 1
-14 -12 -10 -8 -6 -4 -2-2 0 2 4 6 8 10 12 14 Stationary Target
8
-4
-6 6
-8
-10 4
-12
-14 2 CROSS
DOWN
RANGE
RANGE
0
-8 -6 -4 -2 0 2 4 6 8
The Weapon Employment Zone (WEZ) for this weapon is shown above and -2
indicates a maximum range of 11.6nm. The same consideration regarding
the HUD reading previously explained for the Brimstone should also be made -4
for the Alarm, so that a launch timed at the moment the HUD reading
-6
changes to 10nm will actually give an 11nm stand off. That will allow you to
run in at medium altitude relatively safe from ground threats. In fact launching
-8
the weapon at 11nm, just as the HUD reading changes to 10nm, will be _nm
DOWN
inside maximum range, and should give very consistent results. You will only RANGE
need one weapon for each attack and by rolling out immediately after launch
to set up for a re-attack you will be able to deliver all of your Alarms with
minimum risk. The same consideration from airborne threats and the change
in delivery profile described for the Brimstone also apply to this weapon.

105
 the pilot. The attack profile recommended for this weapon is a low altitude
run in to the target’s Weapon Employment Zone (WEZ) prior to ripple rele
of two Brimstones for each target. The WEZ for a vehicle moving at twenty
knots is shown in the diagram below. Notice that it indicates a maximum
effective range of 4.5nm, or 8.3km for this weapon. Care should be taken
when judging the range to the target because of the way distance is
displayed in the HUD. The distance is shown as a reading in whole units,
that a range of 4.2nm will shows as 4nm, and a range of 4.8nm will also
show as 4nm. This means that if you launch this weapon when the HUD
range just changes to 4nm, the actual range will be greater than 4,5nm an
thus outside your weapon’s launch parameters. At speeds around Mach 1
you will be reducing the range to the target at the rate of approximately 1n
every six seconds. So in order to release at maximum range, you should
withhold weapon release until after the range display has been at 4nm for
The WEZ for the penguin and an aircraft at Mach 1 indicates a maximum about 3 seconds.
range of just over 6nm, which means launching just as the range in the HUD Brimstone WEZ
changes to 5nm. Under those conditions the Penguin achieves excellent Aircraft at M0.7
Tank 20 knots
results. Once again, this weapon doesn’t begin guiding to the target for some 6
DOWN The range indicate
seconds after launch and so you need to release high enough to avoid RANGE 5 in this diagram is f
accidentally converting this weapon into a torpedo. The screen shot above 4 sea level and
shows a one-pass attack on the three Spy Trawlers, one Penguin was measured
3
launched at each trawler from 5nm, before breaking away. All three penguins horizontally.
2
scored a kill and the Typhoon was able to maintain between 3 and 4nm
1 Because the critica
separation and never came under fire. There was never any risk; three kills
0
factor in the range
were obtained with three weapons in an attack that can only be described as these weapons is
-6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6
clinical! As with all of these weapons, when you employ them within -1 Time of Flight (TO
parameters, your results will be equally impressive. -2 their horizontal ran
-3
CROSS will decrease with
RANGE increasing altitude
BRIMSTONE -4

-5
This weapon is a direct descendant of the more widely known Hellfire, -6
modified for launch from fast moving fixed wing aircraft, with the same anti
armour capability. Powered by a solid fuel rocket this weapon uses an active
high-resolution radar seeker and will home directly to a target designated by

106
 HUD Range at 4nm can Roll out of your attack away
mean anything between 4 from the enemy threat
and 5nm

Enemy vehicles moving

in columns towards
friendly territory.

Launch two Brimstones

at each target.

4.5nm

nearby, a one pass attack may well be the safest option, because it is
possible to survive a low level attack against multiple ground threats, but
getting caught above them by several MiGs has an even greater potential
In order to guarantee hits, a better technique would be to wait until the HUD
cost you a pilot. Which option you choose will depend on the situation at th
range just changes to 3nm, indicating an actual range of 4nm, some _ mile
time, and will require a judgement call, but it is rarely advisable to fly into t
inside maximum range. In order to avoid over flying the target, release two
enemy air defences if it can be avoided.
Brimstones, before rolling out to set up another attack. This is shown in the
next diagram.

This method will ensure the greatest number of kills for your weapon load,
but it is time consuming to set up a separate attack for each target. An
alternative is to launch two Brimstones at each vehicle in the convoy in one
pass, stepping through your target locks from the nearest to the farthest.
However, the time of flight for these weapons when launched from maximum
range will be a little less than 20 seconds, in which time you will have flown
3nm miles closer to the enemy convoy and will almost certainly come under
heavy fire before you can break off the attack. If there are airborne threats

107
OVERVIEW

The weapons discussed so far have had a range that has been limited by
either their guidance system or rocket power. You will therefore achieve best
results for these weapons by combining the data from their WEZ chart and
the HUD range reading.
Bomb
Fall Line
BL755 & MK82/3 BOMBS

The BL755 cluster bomb consists of a casing containing a large number of

smaller submunitions in the form of high explosive anti armour bomblets.
These bomblets are ejected from the casing at intervals and therefore cover
a wide area, which makes this weapon particularly suitable for attacking
convoys and parked aircraft. The Mk82 and Mk83 bombs consist of a simple
iron casing filled with explosive and a mechanical impact fuse. They are a Impact
good general-purpose bomb effective against hard and soft targets, but Point
require a direct hit to be effective against enemy battle tanks. These
weapons can all be delivered with the use of the Continuously Computed
Impact Point (CCIP) displayed in the HUD when they are selected. The
display consists of a vertical bomb fall line that is terminated by a short
horizontal line representing the point on the ground where the bomb would
land if it were released at that moment. An example of this type of display is
shown in the screen shot below. This shot shows a shallow dive bomb attack
on an aircraft hanger, you will notice that the CCIP is predicting an impact
point on the roof of the hanger, just above the entrance.
aligned with the target and that the Impact point cross is still a short distan
Delivery of these weapons for large stationary targets simply involves away from it. This shot was taken in padlock view, which allows you to
releasing the bomb at the moment the CCIP is seen to line up on the target. monitor the CCIP when the target disappears under the nose of the aircra
The screen shot below shows a Mk82 attack on a T-90 from a level approach The difficulty with this type of delivery, is the speed at which the impact po
at 595kts and just over 3000ft. You will notice that the bomb fall line is moves over the ground, and will be considered in more detail shortly.

108
 bomb. However, imagine that the release altitude be increased by H2, the
miss distance for that new altitude can be seen at M2, a significant increas
That simply illustrates the fact that the effect of a small release error will b
magnified as your range from the target increases.

Secondly the horizontal velocity of the aircraft will also have an effect on th
miss distance. If we increase the velocity of the aircraft in the previous
example as shown by the new velocity vector V2, we will have the new bo
trajectory shown at T3 and the additional miss distance M3 resulting from

These two factors allow us to make a generalisation about bombing, name

that you can achieve more accurate results with your dumb bombs by flyin
lower and slower.
These weapons are being considered together because you can use exactly
the same attack profiles to deliver both types of weapon. The two methods of
Eurofighter
Typhoon

V2
M1
attack that result in a degree of accuracy that will give reasonable success
against small targets are level and dive bombing. The ability to score direct H1
hits on small targets will depend upon your ability to fly the bomb fall line T-90
through the target and release the weapon at the instant the impact point M2
coincides with the target. Because your aircraft is moving very quickly, the
impact point predicted by your CCIP will move over the ground very rapidly,
so regardless of which technique you use, bombing accuracy requires a high
H2 T3
degree of piloting skill, sharp reflexes and precise timing. Getting good
results against a small target is difficult, but your results can be greatly T2

improved with an understanding of the factors that influence your accuracy. T1

T-90
Firstly, the miss distances created by some small error at the time of release
will depend upon how far you are from the target, and your relative velocity.
How low and how slow you can possibly fly over a target will depend on th
Looking at the diagram below you will notice that the perfect trajectory,
blast radius of your weapon, the target’s defences and the general hostility
resulting in a direct hit on the Russian T-90 Main Battle Tank is indicated by
the environment. More importantly, flying low and slow is generally the las
the curve marked T1. Now let’s introduce a release error, the bomb was
thing you want to do over a battlefield, because it increases your vulnerab
release a fraction of a second too late for example, resulting in the new
dramatically. Therein lies a dilemma: how to find the best compromise
trajectory shown at T2. Notice that at the low altitude H1, the miss distance
between bombing accuracy and the risks required to achieve it! One way
indicated at M1 is relatively small, perhaps even within the blast radius of the

109
maintaining your airspeed, while reducing your horizontal velocity is to dive 4g Minimum Pull Up Altitudes
on the target. That has the added advantage of minimising the time you for 500ft blast ceiling
Altitude
spend at low altitude. Which brings us, by the same logic that would have 5000
M 1.2 M 1.1 M1 550kts 450kts

moved our real world counterparts, to consider dive-bombing. 4500

350kts
4000
Eurof
T ypho
ighte
on r

3500
Velocity
Vector 3000

2500

2000
Vertical 4g Pull out
1500
Velocity
er
ofightn
Eur
Ty phoo

1000

500 Recommended
500ft Blast Ceiling
Reduced 0
Horizontal 0 10 20 30 40 50 60 70 80 90
Velocity Dive Angle

Blast Radius

9g Minimum Pull Up Altitudes

for 500ft blast ceiling
The reduction in horizontal velocity resulting Altitude
M 1.2 M 1.1 M1
from a diving approach to the target results in 5000
smaller release errors, shorter time of flight
4500
and therefore much improved bombing
accuracy. 4000
550kts

3500
One of the risks associated with a diving approach to the target, is the
3000
tendency for inexperienced pilots to extend their approach while attempting 450kts
2500
to line up the CCIP’s predicted impact point with the target. The risk of
2000
course being that they won’t allow enough time to pull out of the dive before 350kts

1500
flying through the target’s blast radius, or even worse, before impact with
1000
terra firma! The diagrams below show safe pull out altitudes for various dive
500
angles and speeds. The diagram for 4g represents a Typhoon standard pull
out that won’t cost too much energy. You will notice from this diagram that a 0
0 10 20 30 40 50 60 70 80 90
30 degree dive at 550kts will require you to initiate your pull out at 2000ft. Dive Angle
The diagram below shows that in an emergency you can execute a 9g pull
out as low as 1000ft without going below the 500ft ceiling.

110
So, the next question is what is the best dive angle? You might think that the
steeper you dive, the smaller your horizontal velocity will be, and therefore
the more accurate your delivery will be. However, the diagrams above show
you that the steeper you dive, the higher you must begin your pull out, and of
course releasing your weapons from a higher altitude will reduce accuracy.
So once again we find ourselves faced with a choice between two
unwelcome alternatives, looking for a compromise. We recommend a dive
angle of 30 degrees as a solution that will provide a combination of range,
speed, time-over-target and pull out altitudes that will maximise your
bombing accuracy while minimising the risks. However, as we said before
the actual results will depend greatly on sharp reflexes, good hand eye co-
ordination and precise timing. The good news is that these are all skill factors
that can be improved by practice. However, the degree of skill required in
achieving direct hits on small targets such as tanks and other vehicles is very
high. This makes the Mk82 and Mk83 ideally suited for targets such as
hangers, control towers and other ancillary buildings, runway surfaces and
other large slow moving targets like ships. The cluster bombs are equally
well suited to the destruction of buildings, but the relatively wide dispersion of
their submunitions make them extremely valuable for the destruction of large
groups of closely parked aircraft or convoys of tanks and other vehicles.
CRV-7
The CRV-7 consists of a 70mm diameter rocket motor whose propellant can
accelerate it to speeds of Mach 3 giving it a flat and predictable trajectory
over short ranges. It can be fitted with a variety of warheads for specialist
purposes ranging from simple high explosive to armour piercing, semi
armour piercing, Anti personnel, structure penetration and incendiary. The
general-purpose warheads carried by the ICEFOR Typhoons can be used
against every target type, but multiple hits are often required to completely
destroy them. This weapon can be aimed with the aid of the gun pipper and
for buildings and other large targets you should be able to score multiple hits
with relative ease. The screen shot below shows a successful attack on a
runway building in which multiple rockets were fired from a low altitude.
111
Rocket attacks are generally low altitude events with a shallow dive angle
the screen shots above you will notice that the approach was flown just ov
1000ft and the delivery made at a 25 degree dive angle. Dive angles vary
from about 5 to 30 degrees, and release altitudes vary from a few hundred
feet to as much as several thousand feet. Remember that low altitudes
require shallower dive angles and the same pull out altitudes we considere
for the deliver of the Mk82 and Mk83 will apply here also. For buildings, a
steeper dive angle will increase the planform area of the target making it
easier to see and hit and so this type of delivery can be very effective.
However, you will need to have an altitude of several thousand feet before
you begin your roll in to the target and that will make you vulnerable to
SAMs.
Smaller targets are more difficult to hit but you can carry 120 rockets and
you can achieve good results by saturating columns of vehicles with a typ
strafing attack. The idea being that rockets that miss the first vehicle in the
column may hit the second or third vehicle. This type of delivery requires t
you set up the attack so that your roll in will bring you inline with the colum
and thus able to deliver your weapons in line with it as shown in the diagra
below. This type of attack can be carried out from lower altitudes and
correspondingly shallower dive angles. Generally speaking, steeper angle
allow you to clearly see the target from greater distance. Greater target
acquisition distance means more tracking time, easier pipper placement a
 awareness. It is important to focus during the difficult task of lining up the
attack and aiming your weapons, but it is equally important to constantly
check the entire monitor screen to get a ‘big picture’ view of your attack.
Nothing is worse than completing a series of well executed attacks, only to
be bounced by MiGs that weren’t there when the attack began.

better accuracy! However, the price is greater risk from mobile SAMs.
Regardless of the type of delivery you choose, it is important not to become
target fixated while trying to line up the pipper on the target because at these
altitudes there is little room for error and it is all to easy to end your attack by
flying your Typhoon into the ground. To be used effectively, the rockets are a
short-range weapon and their employment carries a degree of risk.
Remember, the job isn’t over the moment you release your weapons, don’t
stop to enjoy the fireworks, roll out away from the line of fire. Some targets
may take as many as five rocket hits to be destroyed, so it will almost always
be necessary to set up a re-attack. In the screen shot shown above, it would
be important to roll out to your right in order to avoid flying over the second
tank column, for example.

Lastly, when involved in repeated low altitude attacks such as these it is very
easy to become so focused on the task at hand that you lose your situational

112
SECTION 4 – Defence
M ISSILE E V AS I O N
The methods used to defeat enemy missiles can be broken into two
categories, those that involve manoeuvres, and those that depend upon
counter measures. The use of evasive manoeuvres to defeat an enemy
missile is the first option available to you and begins beyond the range of the
enemy detection system. Manoeuvring your aircraft to maintain the range
and aspect required to remain outside enemy launch parameters is the only
certain way to defeat enemy missiles. Preventing the launch is the first and
best option. In situations when this is not possible you will need to
manoeuvre in a way that maximizes the potential miss distance for a missile
homing on your aircraft. Due to the combination of very high speed, high load
factors and the pursuit course flown by the missiles in Typhoon, it is difficult
to generate suitable miss distances by manoeuvring alone, unless the missile
is in its terminal phase and losing energy rapidly. However it is possible to
manoeuvre in a way that enhances the effects of counter measures.
The combination of high
MiG speed, high load factor,
and pursuit course flown
by the enemy missiles m
mean that you are unable
to create adequate miss
distance by manoeuvring
alone.
Typhoon
113
Figure 103. Manoeuvring alone may not be enough.
Counter measures involve the use of electronic noise jamming and
expendables such as chaff, flares or decoys to deceive the seeker of a
tracking missile. They are intended to either mask the existing signature, b
drowning the echo with smart noise as in the case of Electronic Counter
Measures (ECM). Also to provide multiple radar or heat sources, in the ho
that one will be mistaken for the target return and thus cause the seeker a
guidance system to lock and home onto the counter measure. When a
missile is prevented from tracking due to electronic jamming or deceived i
homing towards a false return in this way, it is said to have been spoofed.
So, once a missile has been launched you need to use a combination of
manoeuvring and counter measures in order to maximize the probability th
a missile will be spoofed and thus optimise your survivability. This can be
done by taking advantage of the characteristics of missile, chaff and flare
performance.
Typhoon Multiple sources will maximise the probabilit
the missile will be spoofed. The more chaff
seen by the missile, the more likely it is that
missile will be deflected by one of them
Original intercept
course
Missile
Figure 104. At this angle, decoys may fool the missile seeker.
Firstly missile closure should be minimized by flying directly away from the
missile and flying as low as possible. Most Air-to-Air missiles use rocket
propulsion either exclusively or at some stage of their flight, and the thrust
from such motors decrease at lower altitude, where the drag increases. O
older missiles for example, missile range at sea level was approximately h
that at 20,000ft, so that altitude reduction would result in significant
Typhoon
degradation in the missile range. However, modern missiles are
aerodynamically clean with very low drag and so the difference in range at
different altitudes is less marked. Even so, reducing your altitude can also Keep the missile at around 30 to 40 degrees
aspect to maximise the time of flight and thus
reduce the effectiveness of the missile by forcing a look down shot and maximise the airborne expendables.

increasing ground clutter and possible terrain masking. Diving to lower

altitude during manoeuvring will also help increase your speed. The
combination of high speed and flying away from the missile will help to
reduce closure. That will increase the time of flight for the missile, thereby
creating more time for the deployment of a larger number of expendable
counter measures, thus increasing the probability that one will deflect the
missile. However, chaff, flares and decoys have a very short life span and if °
0
3
they expire while your aircraft remains within the limits of the missile's seeker
head, there is a very good chance that it will re-acquire your aircraft. For that
Quite simply, the more chaff, flares, or
reason flying directly away from the missile is not a wise option. The optimum decoys in the air, the more likely it is
heading involves keeping the missile at around 30 to 40 degrees aspect, to Missile that the missile will be spoofed.

maximize the time of flight and thus maximize the effect of expendables
deployment, while providing just enough flight path misalignment to prevent a Figure 105. Optimum flight path from rear approaching missile.
spoofed missile easily re-acquiring your aircraft.
In practice the procedure is carried out as follows:
Quite simply, the more chaff or flares in the air, the more likely it is that the
missile will be spoofed. The purpose of manoeuvring is then three fold, firstly 1) As soon as you hear the launch warning, check the threat MFD to
to maximize the time of flight by diving for speed to lower altitude in a ascertain the number and location of missiles, and so that you avo
direction that minimizes closure. Secondly to create enough aspect to force a any degree of disorientation that might prove fatal in the following
spoofed missile to manoeuvre away from your aircraft, thereby preventing it seconds.
from re-acquiring you when the flare or chaff expires. Thirdly, once you
become aware that a missile is no longer tracking your aircraft (by
observation of the changing line of sight rate) you must pull a last ditch
manoeuvre that will maximize the miss distance and get your aircraft outside
the viewing cone of the missile’s seeker head as quickly as possible.

114
2) Go to the missile padlock view and execute a diving turn that places successful avoidance. Stage four will require the use of a maximum G turn
the missile over your shoulder at 4 or 8 O’clock (30 - 40 aspect). order to create the maximum line of sight rate. Observation of the line of s
Once the turn is complete maintain the dive, you will get faster while rate is vital to successful missile avoidance, and the missile padlock view
taking the missile low. The missile will however gain speed initially ideal for this purpose.
because of the conversion of its potential energy to kinetic energy.
However, forced to manoeuvre at low altitude, with the least thrust
and greatest drag that advantage will soon dissipate.

Impact point
3) Watch the missile position on the canopy. If the missile maintains a Typhoon
fixed position, that is, it does not appear to be moving backwards or
forwards on the canopy; it has a zero line of sight rate. That means Your flight path, with 30 or
40 degrees aspect.
the missile is tracking your aircraft. Your DASS will continue to
deploy expendables at a pre-programmed rate so that you will be Line of sight
able to concentrate hard on the position of the missile in the padlock
view. You will only have a fraction of a second to notice the change
in the line of sight rate of the missile, which will indicate a spoof.

4) Should you see the missile begin to move backwards on the canopy, Missile's flight path
on a lead collision
that means that the missile has been distracted by your course. While the missile stays
on a lead collision pursuit
expendables, it has been spoofed. The instant you notice the change trajectory, the line of sight
will remain constant. The
in the line of sight rate, execute your last ditch manoeuvre by turning missile will appear to stay
at the same point on the
hard into the missile, driving for a beam aspect to escape the viewing When the missile is distracted
canopy. The line of sight
rate will be zero.
by your expendables, you will
cone of the missile. notice the change in the missiles
line of sight rate. The missile will
appear to move backwards on the
canopy.
Stage three is critical because it is essential to distract the missile with your
expendable ordinance in order for a successful evasion to occur. However, Missile

there are no manual counter measures in Typhoon because modern fighters
use pre-planned chaff and flare dispensing programs that are designed to
defeat specific threats. Such programs dispense chaff and flares with three
parameters in mind: number of releases, the interval between the releases,
and the number of times the program is repeated. Typhoon's DASS is
responsible for the determination of the threat type. It then runs a release
program intended to defeat that threat. The longer that program runs, the
more expendables you will get into the air and the better the odds are for a
Figure 106. Avoiding the rear shot.
In stage four we advise beaming the missile during your endgame
manoeuvre, let’s examine that more closely. Beaming is double edged an
can be a good or bad thing depending on several factors. Beaming will on
degrade those systems that depend on Doppler radar or infrared reflection
for guidance. Should the missile be able to maintain the lock regardless of
the beam aspect, the beam aspect will have only resulted in a less than

115
optimum heading. It will have increased missile closure, reduced the time time to release expendables, which due to their position, are less attractiv
available for the deployment of expendables and in the case of missiles the missile anyway.
using a lead collision pursuit trajectory, will result in fewer expendables inside
the limits of the seeker cone. However, if you fly the evasive vector described above until a missile has
been distracted, and then turn into the missile once it moves behind your 3
Typhoon
Predicted impact point line, beaming will be much more effective. In that situation beaming will ge
you outside the missile’s viewing cone quickly, while providing the missile
Expendables are
invisible to the with the best view of your expendables. Due to the new missile trajectory
missile in a beam
aspect because expendables will now be closer to the missile than you are. As you turn to
they fall outside
the seeker cone beam, your expendables will also present a beam aspect that will tempora
Flight Path required in
order to maintain a have the same relative speed as your aircraft, and will thus be more
beam aspect
attractive to Doppler radar seekers.
Colision pursuit trajectory
Once beyond the limit of the missile's
70 degree Seeker seeker head, you will be invisible to
the missile so that even if your
Head Viewing Cone expendables expire, you will have
made a successful spoof.

Predicted Impact Point

Typhoon

Missile Changing line

of sight rate

Once the missile has been distracted

kr7
e
°S
0 as indicated by the changing line of
Head Viewing sight rate, beaming will get you outside
Cone the missile's viewing cone quickly.
Figure 107. Breaking hard to avoid a missile.

When the missile is in the forward quarter, or in front of your 3-9 line,
beaming does nothing to increase line of sight rate problems for the missile.
This is especially true due to the lead collision pursuit trajectory flown by the Missile

missiles in Typhoon. It also exposes a larger Radar Cross Section (RCS) to

the seeker and will place expendables farther from the missile than your
aircraft. That will reduce their echo and as the range closes may place them
beyond the gimbal limits of the missile seeker head. That will further reduce
the echo from expendables making your aircraft the dominant reflection. So
to sum up, in the above situation beaming does not work, because it is not a Figure 108. Decoy and turn.
good way to reduce closure. It simply means that your DASS will have less

116
The conclusion is that missile avoidance should be attempted in two phases. Barrel roll around
The first phase consists of an attempt to minimize missile closure, and thus the missile.
Original predicted
maximize the probability of a successful spoof, as described in stage 1 and 2 impact point.
above. Outrunning the missile is better of course, but unlikely for some of the
enemy radar guided missiles in Typhoon unless they were launched at you 2
from extreme range. The second phase then involves a last ditch
manoeuvre. That has been described in stages 3 and 4 as the presentation 1
of a beam aspect to the missile, but is only advantageous once you notice a
change in the line of sight rate. Beaming too early is counter productive!
Typhoon
Lastly then, in the case of a missile using infrared homing, a slightly different
2
approach is required. These missiles are short range, and generally
launched from well within Rmax. In this case, the evasive strategy needs
modification. The time of flight for these missiles is very much less than for Missile 1
the longer-range missiles and so the first phase needs to be omitted and the
second phase begun the instant you are aware of the launch. However in the
second phase of the evasion, a beam aspect is no longer the optimum
orientation. You must now turn into the missile, past the beam, for the Figure 109. A barrel roll may change the angles just enough.
highest aspect possible. This will reduce the thermal signature and the PK of
the approaching missile. If you have time to pull the missile in front of your 3-
9 line, you should begin a barrel roll around the missile, in order to maintain
the high aspect while avoiding flying directly into the missile.

117

CHAPTER 5 AIRCRAFT
PERFORMANCE
The Typhoon has been designed to fulfil the requirements of the European
partner nations for an agile fighter with which to prosecute their doctrines of
air power into the mid 21st century. Primarily those of the counter-air
campaign, with air control objectives to deter, contain or defeat enemy air
and ground forces as the need arises. One of the objectives for air control
includes that of air superiority, which is the ability to carry out the doctrines of
anti-surface and strategic campaigns without prohibitive enemy interference.
A decisive factor in the achievement of air superiority is the qualitative
balance between the aircraft of the opposing air forces. Other things being
equal, these objectives can be met by fielding an aircraft whose overall
technology and performance is superior to that of the enemy. That has
clearly been the driving force behind the development of the Typhoon.
Having a second best Air Force is like having a second best poker hand, it
can be used for little more than bluff. However, this is not the whole story.
History has proven, and recent conflicts have reinforced the fact, that pilot
quality and training have an impact on the outcome of air campaigns. Having
the hardware to do the job is not enough. The key to success in air-to-air
combat is the pilot, his ability! However, pilots must not only be well trained,
but well informed with up to date intelligence on aircraft performance. The
objective of this chapter is to provide you, the Typhoon pilot, with that
information.
To survive in the extremely hostile environment you will encounter in this
simulation, driving the most deadly fighter in the world will not be enough,
you will need to be armed with information on the relative performance of
your aircraft and all those you expect to meet in combat. You will thus be
able to identify what regions of the flight envelope are most advantageous or
dangerous to you. Information you will need includes the relative enemy
aircraft performance, in terms of speed, turning ability, corner velocity, climb
rate and many other characteristics that will depend upon altitude and fuel or
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weapon load outs. Before you take your Typhoon into combat, you need t
know what it is really capable of in order to exploit its strengths. Even so, t
ability to fly your aircraft into a position where you can remain safe while y
kill your enemy is not a simple task. You have the Typhoon at your dispos
It has some outstanding performance capabilities that include stealth, sup
cruise and enhanced manoeuvrability. Let’s examine them in turn.
S TEAL TH
The Typhoon is not classified as a stealth aircraft, because it represents a
compromise between the requirement for low-observable signature reduct
technology, manoeuvrability and payload. Even so, for a fighter it has a ra
cross-section second only to the F-22. The low observability is achieved w
the aid of minimum airframe size, fuselage recessed medium range
weapons, optimised wing hard point placement and design and a
combination of intakes that are shaped so as to hide the engine compress
blades and produce low engine emissions. Also Radar Absorbent Materia
(RAM) coat many of the critical reflection surfaces like the wing leading
edges, the intake edges and interior, the rudder surrounds and strakes, to
name a few. However, the desirability of reducing reflected radar energy h
been balanced with the need for maximum aerodynamic efficiency, resulti
in an aircraft that is extremely agile, yet retaining a signature that is smalle
than any other fighter accept the F-22. The ability to use the stealth
characteristics of the Typhoon in the Iceland campaign depends to a large
extent on the onboard information systems. For example, the radar cone f
enemy aircraft is shown in the DASS and you will be able to see the effect
that your radar cross section has on the ability of bandits to detect and loc
onto your aircraft.
 Interception requires
high postive closure.
When you are unable to take
advantage of the Typhoon's
limited stealth features you
will still be able to use your
performance advantages to
extend beyond the enemy
weapons envelope.
Figure 110. Run away and live to fight another day.
In order to succeed in the Typhoon campaign you will need to remain within
your mission parameters with full consideration for time and fuel constraints.
That means you will not be able to detour to avoid a fight, because your fuel
situation won’t allow it, you will often find yourself in a situation where
detection cannot be avoided. There will be times when you are forced to fight
your way into the target and fight your way out again. At those times you will
be grateful that the Typhoon designers did not put all their eggs into one
basket. At times like that you will need to know how to employ your
Typhoon’s speed and manoeuvrability to your best advantage.
S UPER C R U I S E
Mission success in Eurofighter Typhoon, just as in the real world, depends
upon your ability to minimize the risks. One of the ways in which the design
of the Typhoon helps to achieve that objective, is its high-sustained combat
cruising speed. As a combination of the enormous thrust, courtesy of its two
EJ200 low bypass turbofan engines and other aerodynamic advances, the
Typhoon can sustain supersonic speeds without using Afterburners. A high
combat cruising speed makes your aircraft much less vulnerable to attack
119
because it is more difficult to surprise and to intercept. Surprise and
interception depend, among other things, on the ability to achieve high
positive closure rates. That is closure rates at least high enough to achiev
weapons parameters before bingo fuel, and ideally high enough to achiev
weapon employment prior to detection. That is why the performance
capability of sustained supersonic speed, dramatically reduces the risks, a
increases your offensive potential and lethality.
None of the enemy aircraft can sustain the
speed required to force you into a fight you
don't want to be in.
MiG
Being able to sustain supersonic speeds
without the use of your afterburner means
that your endurance will exceed that of the
enemy aircraft, who are therefore unable to
catch you.
Typhoo
Your sustained supersonic
speed means that enemy
aircraft have great difficulty
performing an intercept.
Figure 111. In a chase, speed is everything.
When engaging other enemy fighters, surprise is the key factor. It has bee
shown from historical records that 80% of aircraft shot down in combat we
unaware of their attacker. The only fights you want to be in are those whe
you are the only pilot aware that a fight exists. Ideally your “Fights On” cal
the enemy will be weapon deployment from within the no escape zone, wh
the risk of retaliation is minimal. The ability to achieve that objective throug
stealth has already been discussed, but speed is an important variable in
equation. Surprise depends upon reducing the time it takes to manoeuvre
within weapons range. The longer that takes, the more chance there is tha
you will be discovered by enemy threat warning systems. So high positive
closures are vital for maintaining the element of surprise and maximizing
your missile envelope. Just as offensive potential, or lethality, is enhanced by
a high sustained combat cruising speed, so too is your flexibility. During a
mission, you will be flying waypoints according to your mission plan, along a
route chosen because you anticipate a safe undetected ingress to your
target. Should you detect enemy aircraft en-route, you can alter your plan by
changing your waypoints, and thus remain undetected to the target. Once
detected, you can remain almost impossible to intercept, by maintaining high
speed. So, the ability to maintain high speed at military power is a genuine
advantage, with the additional benefits of increasing your combat radius
while permitting a high degree of flexibility in your mission.
Conversely, your passive survivability can be dramatically enhanced by the
ability to avoid being surprised. Your Typhoon is not the fastest aircraft in the
arena, in terms of top speed, but it will fly at supersonic speed for longer
periods of time than aircraft that need to augment their thrust with
Afterburning in order to go supersonic. Afterburning involves spraying extra
fuel into the exhaust gasses to increase thrust, but that dramatically
increases fuel consumption, and therefore reduces combat endurance or
persistence. So with the almost impossible intercept geometry and small
missile envelopes created by your high cruising speed, few of the aircraft you
will encounter can force you into a fight you don’t want. It means that in most
cases, the decision to engage is yours. You can choose to fight when the
tactical situation is favourable and to leave when it is not.
The things we have been discussing are known collectively as Combat
Persistence. Having both the speed and endurance to dictate the time and
place for the fight and once engaged, having the ability to stay in the fight
longer than your opponent, means that in many cases your enemy will be
forced to break off first. In close combat breaking off first will make your
enemy extremely vulnerable, more importantly, awareness of these factors
means that you will be able to avoid engagements where you may be placed
120
in the unfortunate position of not having enough fuel to finish the fight and
make it home safely.
These ideas are very important and can be exploited in Typhoon. You can
learn to achieve maximum Combat Persistence and manage your fuel
consumption by intelligent use of the throttle. You can do this by being aw
of the endurance data for the Typhoon and the other aircraft you will meet
combat. To help you in that endeavour, such data has been included on e
aircraft for a variety of configurations. That data has been included on the
diagram overlays provided later in the chapter and will be explained as the
data is presented.
E NERGY M ANOEUVRABILITY
The manoeuvrability of an aircraft refers to its ability to change its position
and orientation in space. Aircraft that can change their position and
orientation by climbing, accelerating, turning, pitching or rolling more rapid
than another, is said to be more manoeuvrable. The sort of Basic Fighter
Manoeuvres (BFM) employed during air combat, require you to fly through
variety of climbing, diving, rolling and turning manoeuvres. Your aircraft w
therefore change its speed and altitude during a fight in a fluid and
continuous manner. The way in which that is done is almost entirely within
the pilot’s control. However the changes in speed and altitude that occur w
also have an effect on other aspects of your aircraft’s manoeuvrability. Fo
instance, because the ability of your aircraft to roll, pitch up, and generate
for turning, all depend on aerodynamic forces generated by its motion
through the air, speed has a profound affect on those things.
 The performance of the
Typhoon in terms of its
Those are different types of energy, and as such can be categorized and
Roll ability to execute manoeuvres
depends upon its speed and
Pitch named, you are probably already familiar with several types. It can sound
therefore upon its energy. very technical to refer to something like thermal or electromagnetic energy
you are not technically minded, those descriptions can be daunting. The
important thing to remember is that they are just labels, nothing more than
names. In terms of manoeuvrability, a pilot is mainly interested in the spee
and altitude of his aircraft. Therefore when he talks about energy he is talk
about two particular types, Kinetic and Potential energy. Of course other
types of energy are of interest to a pilot, thermal, electromagnetic and
Figure 112. Typhoon is very fast in all aspects of manoeuvring.
rotational energy for instance, but they have less direct influence on
manoeuvrability. Those are the names, but what do they mean?
That is, the way the pilot controls his altitude and speed, affects his ability to
make angular changes in terms of rolling and turning. For that reason these
ideas need to be discussed together, however talking about speed and E
altitude at the same time can be unwieldy, even clumsy. Fortunately, speed Eurofighter
Typhoon

l
and altitude are physical attributes that can be described using another a
i
single term, energy. An aircraft’s manoeuvrability is so closely related to its t
energy state that the two need to be considered together. Exactly why that is Kinetic Energy n
e
so, will become clear as the discussion unfolds. For the time being, accept Adding speed and altitude
together only makes sense if t
that the concept of energy and its application in air combat is vital to success. you think in terms of Energy o
P
Indeed, when talking about aircraft manoeuvrability, the idea of energy is so
important that any time spent gaining a complete understanding will be very Figure 113. The physics of combat.
well rewarded. The depth of the explanation provided here reflects this.
Kinetic energy is the name given to the energy possessed by an object in
ENERGY motion. An aircraft that has some speed is said to posses some Kinetic
energy. It’s as simple as that! The faster the aircraft travels, the more ener
Energy is a concept used to describe the condition of your aircraft. So when it is said to possess. Potential energy is the name used to describe stored
your aircraft displays certain types of behaviour it can be described as having energy. One way of storing energy is to raise an object above the ground.
energy. As a tool, the concept of energy can make the behaviour of an When the object is lifted, energy is required to raise it. When the object fal
aircraft very much easier to understand and describe. If we refer to energy it gains speed and the energy is recovered. While it was in its high position
instead of the things that cause it to have the energy in the first place we can had the potential to fall and gain speed, it had potential energy. Similarly a
obtain a deeper insight into good aircraft handling. Energy is a very broad aircraft that has altitude is said to possess potential energy. The higher the
notion; we say that an object has energy for various reasons, because it is aircraft is, the more energy it is said to possess, because it will be able to
moving, because it is high, or because it is hot or rotating about an axis. gain more speed when it falls. At this point you may be thinking that things

121
have hardly become any simpler. Initially we had speed and altitude, and
now we have simply replaced them with two types of energy. However
thinking in terms of energy allows us to perform a trick that does simplify
things a great deal.
Normally when you want to add quantities together it is important to ensure
that they have the same units. So for example trying to add apples to
oranges is not a valid thing to do, because at first the answer seems
meaningless. However two apples plus two oranges can make sense, only if
you consider using a new system of units called fruits, when the answer can
then be four fruits. In the same way, adding speed and altitude together is
fine, providing you think in terms of the energy. That this is a reasonable
thing to do can easily be demonstrated. For example, if you throw a ball
vertically up into the air, you give it an initial amount of energy in terms of
speed. As it gets higher it slows down, eventually it changes direction, and
reaches your hand again at the same speed at which it started. During its
entire flight the speed and altitude were changing, as it got higher it got
slower, as it fell again it became faster. However at any moment during the
ball's flight, the speed and altitude together amounted to the same amount of
total energy. The amount of energy just represents the combination of speed
and altitude. What we have done is added the speed and altitude together in
terms of the amount of energy in each. We have forged a link between speed
and altitude using a tool called energy. We have discovered that two
seemingly separate quantities are in fact intimately related. The ways in
which this relationship is so vital in air combat can now be considered.
For the fighter pilot, the concept of kinetic and potential energy allows him to
describe the combined effect of speed and altitude together. When you fly
your Typhoon the overall energy status is the sum of its kinetic and potential
energy and that will depend upon its speed and altitude. Just like the ball in
the example, an aircraft can trade altitude for speed by diving. The higher it
is, the more potential energy it can convert to kinetic energy and the more
speed it can gain. If the pilot climbs he will lose speed but gain altitude, which
can be converted back to speed by diving once again.
122
The way in which speed and altitude are converted back and forth in this w
is called “Energy Management”. The combination of an aircraft’s speed an
altitude is referred to as its “Energy Status”. It is possible for two aircraft to
have the same energy status even though their speed and altitude may be
different. Take a look at figure 114:
450kt
A
20,000f
654kt
10,000f B
Figure 114. These two Typhoons have the same overall energy status. Th
are Co-E.
These two aircraft are at different altitudes and speeds but their total ener
status is the same. The total energy of an aircraft is represented by the
capital letter E, so in this case the two aircraft are said to be Co-E. Being
Co-E means that if in this example the low fighter climbed to 20,000ft his
speed would bleed to 450kts or that if the high fighter dived to 10,000ft his
speed would increase to 654kts. That means that they have the same
amount of total energy. It means that if they both zoom climbed, they wou
reach the stall at the same altitude.
Now you will begin to see the advantage of talking in terms of energy inste
of speed and altitude. In this example, comparing two aircraft would requir
both the speed and altitude for each aircraft, that is four quantities, and it
would in any case be difficult to interpret. However by combining those
quantities and thinking in terms of the energy, it was easy to see that the t
aircraft were in fact identical in that respect.
So, we have arrived at a way of describing speed and altitude in terms of a take that next big step however, we need to fill some gaps. When we look
new quantity called energy. That allows us to combine the speed and altitude the Es for an aircraft, we only know the value for an instant in time. Howev
together into a single quantity that expresses the sum of both, quite a neat the Energy State of an aircraft is changing all the time. External influences
trick. Because fighter pilots often want to compare aircraft of different types, like thrust and drag, cause this change. So far we have ignored thrust, dra
they refer to something called the specific energy for an aircraft. That is just and atmospheric changes that would have an influence on the amount of
the aircraft’s total energy divided by its weight. That provides a measure of energy. We now know what energy is and how it can be combined but wh
the energy per pound and is much more useful because it allows us to does it come from, and where does it go?
compare aircraft of different weights.
DRAG THRUST
Thrust from the engines
Eurofighter
Drag is the name given to air resistance gives your aircraft the ability
and it is responsible for most of the energy
Typhoon

to accelerate or climb. All of

that your aircraft loses during flight. your energy comes from your
engines.

Figure 116. The effects of drag and thrust.

Figure 115. The F-22 weighing in at 50,000lb would have more total energy
than a Eurofighter at 40,000lbs at the same speed and altitude but would be
The thrust from the engines provides an aircraft with its energy. When the
less manoeuvrable. What counts is the amount of energy for every pound in
thrust is greater than the drag, the aircraft accelerates and gains kinetic
weight!
energy that can be converted to potential energy at the pilot's discretion.
Drag is the name given to air resistance. The aircraft’s energy is dissipate
Specific energy is called Es or E with the subscript s, to indicate the
by drag. During normal flight the Typhoon’s engines can overcome the dra
difference between total energy and specific energy and is pronounced
with relative ease and energy is not a huge concern to the pilot who can
“Eeas” by fighter pilots. So in terms of being able to climb to a greater
increase his speed and gain energy even while climbing. In order to gain
altitude, or to the same altitude at a higher speed, more Es can already be
speed rapidly, a pilot can unload to zero G, thus reducing drag and allowin
seen to endow a fighter with more manoeuvrability. You might say that an
gravity to assist. When an aircraft manoeuvres however, the drag is
aircraft with more Es has more options for converting between its potential
increased to the point where the engines cannot overcome the energy los
and kinetic energy. It will be able to convert airspeed to altitude more readily,
produced by drag. During combat, fighter aircraft execute hard turns and
you might say that it was more energy manoeuvrable.
because hard turns produce large amounts of drag, they lose energy. Whe
a pilot pulls hard turns energy is lost, and since low energy states are less
For similar aircraft an Es advantage would also translate to manoeuvrability
desirable, it is of vital importance to the combat pilot that energy is not
in the sense of turning ability because it will have more energy to burn pulling
wasted and that he understands something of the rate at which changes in
high Gs and thus turning more quickly. So energy can be translated directly
his energy state occur.
to angular manoeuvrability. That brings us to the next step, combining the
idea of energy manoeuvrability and angular manoeuvrability, into a simple
graphic format known as the Energy Manoeuvrability diagram. Before we

123
 DRAG THRUST
The bigger the difference between your
thrust and your drag, the greater your
acceleration will be. You will have more
excess power.
Figure 117. The effects of drag and thrust on acceleration.
So, we don’t just convert energy from one form to another by trading our
altitude to speed and our speed to altitude as the circumstances of an
engagement dictate, we also lose and gain energy by virtue of the thrust and
drag. When an aircraft has enough thrust available to gain energy we say
that it has excess power. That means power above that needed to overcome
drag, and useful for acceleration. However when we want to make
comparisons between different aircraft, we need to consider the weight of the
aircraft once again, just as we did with total energy. That is because the
same excess power will produce less acceleration on a heavy aircraft than
on a light one, so that the lighter aircraft will be more manoeuvrable. We
need to take the weight into account, just as we did with the Es, by dividing
the excess power by the weight we have a quantity that represents the
excess power per pound and is called specific excess power, or P sub s and
is pronounced “Peas”. Now we have a much more valuable tool for
considering the manoeuvrability of two aircraft. The Ps provides us with a
measure of the rate at which an aircraft gains or loses its energy. Having
more Ps means being able to accelerate or climb faster, that is the ability to
gain energy more quickly, that is energy manoeuvrability. And that, by virtue
of the changes in speed and G load that can be made to occur as a result,
can be translated directly to angular manoeuvrability.
124
ENERGY MANAGEMENT
During a manoeuvring engagement a pilot is able to control the way in wh
his energy state is distributed between speed and altitude and the rate at
which he is able to gain or lose energy. He can lose energy by flying in tha
part of the envelope where he has negative Ps, the payoff is that in a leve
turn, the area of the envelope associated with negative Ps produce high tu
rates and smaller turn radii. A pilot can gain energy by flying in that part of
the envelope where he has positive Ps, and again the price to be paid for
gain in energy is lower turn rates and larger radii. Those things all happen
a dynamic and fluid way during the course of an engagement. A pilot’s
current energy state or Es, have a strong influence on the type of manoeu
that will be executed in response to his situation. Let’s look at an example
energy management in action. Consider the position shown in the figure
below. At time 1 the attacking pilot has a high closure rate of 150kts and a
the defending pilot executes a break turn, the attacker is in immanent dan
of an overshoot.
Inside the turn 2
with lead
9g at 350kts
1g at 350kts
High Six
Altitude advantage
9g at 300kts
Figure 118. Using rather than losing energy.
In order to avoid the over shoot, this pilot could pop the boards in order to increase in altitude helps to reduce his speed and because he is above
reduce his airspeed, and let the airbrakes do the work. He could haul the corner velocity that will also increase his turn rate and reduce his turn radi
throttle back to reduce thrust and reduce his airspeed, but those things Turnrate v Velocity
represent very poor energy management. They give away energy that can DPS

not easily be recovered. What is worse, is that if he reduces his energy too 35.0

much, as his speed drops below corner he will be able to pull less and less G 30.0

and his turn rate will drop and he will lose angles.
25.0

Load v Velocity 20.0

Load Factor
10.0 15.0
9.0
10.0
8.0
7.0 5.0
6.0
0.0
5.0
100 200 300 400 500 600 700 800
4.0
TAS
3.0
2.0
Figure 120. The relationship between turn-rate and speed.
1.0
0.0
0 100 200 300 400 500 The defender will pull into a nose low turn in an effort to maintain his spee
TAS and turn rate, but will lose speed also, just not as quickly. The attacker wil
suffer greater speed loss as his speed reduces over the peak of the yo-yo
Figure 119. G available during a turn. below corner velocity, because as we will see later, that is where he has th
maximum negative Ps. The attacker has avoided the overshoot by changi
Figure 119 shows how the G available for turning the aircraft drops the direction of his velocity vector and reducing its magnitude. That means
dramatically with speed. The Figure 120 shows how the turn rate in degrees that closure has been reduced because firstly his speed has been reduced
per second (dps) drops as the air speed drops. and secondly the direction of his motion, or the geometry has been altered
In terms of the energy changes, as his speed dropped over the peak of th
However in this case the energy does not need to be thrown away, it can be high yo-yo, he was increasing his turn rate at the expense of greater drag
saved and converted to angles, that is to pull your nose around the circle. induced loss of energy. He was spending energy on angles, and holding
Good energy management simply involves a process of controlling your Gs, some in reserve as altitude. He simply transferred the energy held in his
speed and altitude in a way that conserves your energy. In this example speed for altitude and traded some for angles to gain the high six. In this
good energy management would require this pilot to pull up into a hi yo-yo case the decision to pull high would, for a good pilot, have been instinctive
and avoid overshooting by pulling his velocity vector out of plane and thus because understanding energy management makes the choice of
reducing its component in the defending aircraft’s plane of motion. The manoeuvre perfectly natural. The use of a high yo-yo was dictated more b

125
the energy status than the initial geometrical position. For that reason, good
BFM is impossible without good energy management, and in air combat
good energy management is everything!
MANAGING ENERGY WITH THE FLIGHT CONTROL STICK
Of the flight controls available to the pilot, the most important for energy
management is his Flight Control Stick (FCS). It can be as simple as juggling
your altitude and airspeed in order to maintain an optimum turn rate, or flying
in a part of the envelope where you have zero Ps, that is your sustainable
turn rate, in order to avoid losing energy. During an engagement you must do
those things, and learn to control your airspeed with your FCS and not the
throttle or airbrake. You can control your air speed by changing your altitude,
using climbs, yo-yos and other vertical or out of plane manoeuvres. Those
are good techniques because they transfer energy from one form to another,
use of the other controls like the throttle or air brake simply waste energy.
A slow fighter with height may have the same energy status as a faster
opponent at low altitude. However, speed and altitude are not equally
desirable in all situations. Given the choice between speed and altitude when
entering an engagement, there are advantages in choosing speed. The
reason for this is that with speed you have more options due to the fact that it
is possible to decelerate in an emergency more quickly than you can
accelerate. With speed you will be able to avoid enemy missiles or leave the
engagement altogether if you choose. However if a turning fight is inevitable
and you need to lose kinetic energy in order to fly at the speed that
maximizes your aircraft’s manoeuvrability, you will be able to do so quite
rapidly. In a close combat situation it is more desirable to have to lose kinetic
energy by trading some for altitude, and dissipating some in a hard turn, than
it is to be forced to gain it by unloading and thus making yourself vulnerable.
Also as a last resort, you have the airbrake. Of all the methods available for
reducing speed, pulling high G gives an angular return, climbing stores
energy for later, but use of the airbrake gives energy away for no gain. If you
find yourself needing to use the airbrake, you have probably already made
an expensive mistake, the airbrake is a last resort. However, if you enter a
126
fight and your speed is embarrassingly high, the airbrake may be the best
way to reduce speed to your corner velocity as quickly as possible, but in
hostile environment an extension may be a more prudent manoeuvre.
As aircraft have developed in power and performance it might be thought
energy would become less of a worry to fighter pilots. During the Second
World War altitude and speed was everything. As engines became more
powerful, lost energy could be recovered more quickly. However, as fighte
aircraft have evolved, so have the weapons. In the arena of modern air
combat, a low energy status quickly converts a state of the art fighter wort
millions into missile bait. A low energy status can reduce your escape opti
to the point where you may become trapped in a fight that you cannot win
order to avoid that situation you must employ methods that conserve ener
To do that you need to be aware of the areas in your flight envelope where
you have excess power, that is more thrust than drag. Firstly though, let’s
pause for an often-used analogy. A word of caution though, because
analogies can be dangerous. False similarities can seduce our imaginatio
and fool us into seeing things that are not there, clouding our vision instea
of clearing it. However, used as in this case, to clinch an already reasonab
complete argument, we can proceed with out fear. The analogy referred to
the comparison between energy and money. The reason for making such
comparison is the hope that by association with an already extremely fam
and comfortable notion such as money, the concept of energy will become
easier to understand.
A USEFUL ANALOGY
Energy can be compared to money, speed being cash in your hand, while
altitude is money in the bank. You spend money by doing anything that
causes your speed to be dissipated and you earn money by accelerating o
climbing. So using that analogy, it can be seen that money can be
transferred from the bank to cash in hand with no loss. That is you can div
to gain speed. You can transfer money back into the bank, in the same wa
you can climb again, losing speed but gaining altitude. Having altitude is ju
like having money in the bank because you can convert it to cash again as
required. In each case you always have the same amount of money, or
energy. You simply move it from one form to another. That's what you can do
with energy when you have it, but we know it's more fun to spend our money
than to earn it, so let's consider wise expenditure in more detail.
Of course you need to earn money before you can spend it. Similarly you can
gain energy by using the excess power of your engines to accelerate or
climb. You can then spend your energy by pulling high G loads to turn more
rapidly and thus gain angles while losing altitude or speed. You spend money
to gain angles, and that's a very important concept, energy allows you to
generate turn rate, it buys you angles. Unfortunately all types of energy
transfer also involve a certain amount of waste, but good energy
management is about getting the best value for money, or the maximum
manoeuvrability for the least cost in energy. What makes this complicated is
that pulling hard turns doesn't involve a fixed rate fee. The cost in energy
depends upon the speed, altitude and G load used when you do it. However,
not all angles cost the same amount of energy, you can even gain angles for
free if you know how to do it.
Getting your angles for free can be an important tactical expediency,
particularly at the start of a fight, when you can set yourself up with an Es
advantage that can last through to the kill. This is done by allowing your
opponent to pay hard cash for his angles, spending his energy to gain
position. As he spends more energy, his cash will run out and he will get less
and less for what he has left. As his money runs out, his turn rate will drop to
a very low level and eventually he will be forced to earn money and give his
positional advantage right back.
SOMETHING FOR NOTHING
The secret to getting free angles is simply to turn at zero Ps. That is turning
at constant speed. In practice you can do that in two ways. Depending upon
the configuration of your Typhoon you will see later that it is sometimes
possible to sustain the G limit. That is to continue turning at 9G (point B in
figure 13 or above 400kts in your Typhoon with a clean configuration at Sea
127
level). You can stay at that point in the envelope, and maintain full aft stick
you do, you would be able to easily sustain a high energy level but you wo
have a modest turn rate and a larger turn radius. The idea is to wait until y
opponent has committed to spending his energy before you commit to
spending yours. You want to tempt your opponent into an energy low
situation before converting your energy advantage to altitude, using the
vertical to gain the positional advantage. There is a risk in this however,
because if you hold this situation for too long your opponent will simply tur
inside you and spend all of his energy for a shot. If you give away a shot, y
have waited too long. Ideally you want to establish a small energy advanta
that will enable you to continue turning at a high rate just a little longer tha
your opponent. The second method involves sustaining a higher turn rate
and smaller turn radius by flying at a point higher up on the Ps=0 curve. A
good question at this point would be what speed to sustain? The answer i
try and sustain your Corner velocity and we will shortly explain what that
means. However this method involves a good deal of self-control in order
avoid the temptation to pull too hard on the stick. The advantages are muc
the same, and the objective is once again to tempt your opponent into get
slow first, to spend his energy in the hope of getting a weapons solution th
you will ensure never quite materializes.
The last thing we need to consider is exactly how energy can be converte
angles. Angular manoeuvrability is the next big step before we can pull the
whole argument together into one combined view of angular and energy
manoeuvrability and the graphic methods used to interpret those ideas.
Let’s begin by considering an aircraft’s turning ability. The main factors
affecting an aircraft during a turn are shown in Figure 121.
Speed, the speed of
the Jet in the direction
of the velocity vector (kts)
flight control computer and limits the turning performance of the aircraft at
Turn Rate, how quicky the
Jet is moving around the high speeds where much higher loads are aerodynamically possible.
circle in degrees per
second (dps)

Why not go as slow as possible, yet continue to pull 9G thus getting the
highest turn rate and the smallest turn radius? Unfortunately, here too the
is a catch. As your speed decreases, the wings will generate less lift and
reduce the load factor that the aircraft can attain. Ultimately, you will slow
Load Factor, the force
the pilot feels pushing
him into his seat in (G)
down to a speed where the lift you can generate is less than the G limit. T
is a very important speed. Flying below that speed means your turning
Turn Radius, the size of
the circle the Jet moves
around in feet (ft)
performance will be aerodynamically lift limited. Flying at speeds where yo
are lift limited will reduce your turning ability because you will be generatin
less and less G as you get slower.

Figure 121. The factors at work during a turn.
For any given speed and load factor, there will be a specific turn rate and
turn radius. However in a dogfight you are not interested in the specific
values for turn rate and turn radius, your goal is to achieve the highest turn
rate and the smallest turn radius.
The relationship between speed and load factor dictates that slower speed
and higher load factors produce higher turn rates and smaller turn radii. The
simple answer would appear to be for you to pull as much G load as possible
and go as slow as possible.
That’s fine in theory, but there is a slight problem. You can go as slow as you
like, but you can never pull as much G as you like. When you have the speed
to generate as much lift as you want, you are bound by the G limit imposed
by the flight control computer and ultimately by the structural limits of the
aircraft and the physical limits of the pilot. This is referred to as being G
limited. Structurally, most high performance aircraft are designed to
withstand a maximum load well in excess of 9G. Loads significantly above
that will cause damage to the airframe, however the control laws in Typhoon
will not allow that to happen. The 9G limit for the Typhoon is imposed by the
The lowest speed at which you can just generate your 9G limit, represents
the combination of the slowest speed with the highest G and therefore giv
you the highest turn rate. That speed is so important that it has a name,
“Corner Velocity” or sometimes simply “Corner.” The Corner Velocity for
every aircraft is different, but it is always the slowest speed at which you c
achieve maximum load, that is the G limit, and consequently the best turn
rate. Any speed faster or slower than that will reduce your turning ability, s
ideally you will want to maintain a speed at corner velocity in a fight.
In order to maximize your turning performance, you need to know what
corner velocity is for your aircraft, but in most cases you will be unable to
sustain it. Some simulated aircraft have the power to sustain corner veloci
and some don’t. If you can sustain corner velocity, your problems go away
You can fly at corner velocity and maximum G for the entire fight. If on the
other hand you cannot sustain corner velocity, it is of less value to you. It
becomes a speed that you can only maintain for an instant as your energy
bleeds down to a point that you can sustain. In that case you would be mu
more interested in the turn performance you can sustain. You are able to
sustain a turn at all points in the envelope where the thrust exactly equals
drag, which happens at every point on the zero Ps curve. You will be able
accelerate when you have positive Ps and will decelerate when you have

128
negative Ps. Now you are probably beginning to see how the angular
manoeuvrability and energy manoeuvrability are related. Having better Ps
performance, means being able to maintain a speed closer to corner velocity,
which in turn translates to a higher turn rate. That's how energy and turning
ability are related. We have now considered how energy can provide
manoeuvrability with respect to acceleration for climbing, gaining speed, or
for turning. That gives us a complete view of energy manoeuvrability.
The left-hand slope denotes the lift limit and the right hand slope denotes
G force limit. Because these are physical limits, imposed on one side by
aerodynamic performance and on the other by the flight control system, th
performance curve marks the boundaries of the flight envelope. This mean
that the aircraft can fly at any point on or under the curve, but at no point
above it. The apex of the performance curve is therefore the maximum
instantaneous turn rate possible, or corner velocity.

Now that you can see exactly how energy underlies every aspect of aircraft Look at the point marked “B” on figure 122. At this point the aircraft has an
manoeuvrability, including turn rate, roll rate, and pitch rate, we have come a airspeed of just under 580kts and is pulling 9G. The turn radius is over 30
long way. The next important step is to learn how to manage your energy in a and the turn rate is just over 17dps. Corner velocity for this configuration is
way that optimises your manoeuvrability. To do that we need to be able to 375kts. At corner, this aircraft can turn at around 26dps with a turn radius
see the relationship between those quantities in a simple, graphical, yet approximately 1400ft. You can see that it will never turn at a higher rate th
quantitative way. That introduces something called an Energy that and its turn radius will never be less than that. As speed bleeds down
Manoeuvrability (EM) diagram, or "Doghouse plots" as pilots call them. around 220kts at point “A”, this aircraft will have a turn rate just under 15d
and a turn radius of 1400ft.
Eurofighter Typhoon
U SING E NERGY M ANOEUVRABILITY D IAGRAMS Energy Maneuverability Diagram
dps
Altitude = 20,000ft
Because aircraft perform differently when they are at different altitudes and 45.0
10g 600ft
when they are carrying different stores, it is important to specify the 40.0
Maximum instantaneous turn
Eurofighter : Full AB
8g : Guns On
configuration that the diagram represents. This particular diagram represents 35.0
rate (Corner Velocity) : 70% Inte
6g
the Eurofighter in a clean configuration (no external stores or fuel) at an Maximum sustained turn rate
30.0 D 1200ft
altitude of 20,000ft. With that in mind, we can now take a look at our first EM 4g
25.0 1800ft
diagram for the Eurofighter and consider the main features. Turn rate is E
EuroFighter Ins
noted in degrees per second (DPS) along the left-hand vertical axis. 20.0
2g M Eurofighter Sus
Airspeed is noted in knots along the lower horizontal axis. The diagonal lines 15.0 A B
marked from 600ft to 1800ft are lines of constant turn radius and they 10.0 C
F
increment at 600ft intervals. The curved lines marked 2G, 4G, 6G, 8G and
5.0
10G are lines of constant load factor. The thick blue line rising to an apex is
0.0
an example of the performance curve for an aircraft. Presumably these
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
diagrams got their name because the shape of this thick line resembles the TAS
roof of a dog kennel.
Figure 122. A doghouse plot.

129
Since the performance curve indicates the upper limits of the flight envelope
for this aircraft, points “D” and “E” are outside of the flight envelope. This
aircraft can never have a turn rate of 21dps at 700kts as indicated at point
“E” because this point is beyond the G limit. At point “D” the aircraft is lift
limited, so it can’t go there either. However, point “C” is well within the flight
envelope. If he chooses to do so, the pilot of this aircraft can pull the stick to
4G at 400kts where he will have a turn rate just over 11dps and a turn radius
of 3600ft. Now let's turn our attention to another important curve.
You will notice that a curve marked “Eurofighter Sustained” is shown and that
is a very important line. It marks the boundary between those parts of the
envelope where the aircraft can accelerate or not. We call that the Ps = 0
line, or the sustained turn line. If you fly at any point below the Ps=0 curve
you will have excess power and will be able to accelerate. If you fly at any
point above the curve you will decelerate, and you will be able to sustain your
speed and altitude at any point on the curve. Flying on the Ps=0 curve gives
sustained turning performance. So in this example the aircraft has a
sustained 9g performance between point B and point F. So for example, if
you pull 9g at 700kts you will still be able to accelerate. At corner speed, the
envelope is way above the Ps=0 line, indeed that’s as high above the Ps=0
line that you can be, so flying at the maximum instantaneous turn rate
causes the largest deceleration. In this case you have a negative Ps of
1850ft/s at the maximum instantaneous turn rate. That means that if you
want to sustain corner speed at 9g you will need to lose altitude by 1850ft
every second, which of course is not possible to do. The conclusion is that
you simply can’t sustain corner speed at the lift the limit. You might attempt
to employ a steep spiral diving turn in order to hold onto as much airspeed as
possible, but that would be difficult to implement with any consideration to
good BFM. This means that you generally can’t afford to try to sustain the G
limit at corner speed, the cost in altitude or airspeed would be too severe,
something you would only do in an emergency, it is better to fly at some point
on the Ps = 0 line so that you can sustain your turn while maintaining
airspeed and altitude. An obvious solution is to aim for a maximum sustained
turn rate, and to do that you almost always need to use less G. For example,
130
maintaining 470kts by relaxing your aft stick to 7.5g would give you a 17dp
turn rate at no cost in energy! You can see that this is point M on the
diagram, the maximum sustained turn rate!
The main points of interest during air combat are those points “A”, “M”, “B”
and “F” along the zero Ps line and the important question is at which one o
those positions should you fly? We will consider those points in more deta
in order to reach an answer.
Firstly consider point “A”, flying at this point in the envelope results in the
minimum turn radius, which is small enough to turn inside any other fighte
besides the S-37. However that small turn radius comes at the expense of
about two degrees per second in turn rate below the maximum sustained
value. It also occurs at such a low speed that while you can turn inside yo
opponent, you may also have negative closure and a rapidly changing line
sight rate, that both conspire against a good guns solution. Not to mention
that you will be at a dangerously low speed in terms of missile evasion.
Point “M” gives you the best turn rate that you can sustain, but with a rathe
larger turn radius. The main drawback of attempting to fly at the maximum
sustained turn rate is stick control. In a highly dynamic manoeuvring
engagement it is extremely difficult to stay at point “M” and manage to con
you load factor, speed and altitude to the degree required to optimise your
turn rate. In the heat of battle, most pilots have a tendency to over comma
aft stick, resulting greater g forces and a gradual decline along the Ps curv
right back to point “A”.
Point “B” on the other hand has almost a negligible drop in turn rate over
point “M” and only has a slightly larger turn radius. However, staying at po
“B” is an equally difficult balancing act because if you exceed that speed
slightly, you will be in the region of positive Ps and even when you are pul
9g, your aircraft will still accelerate. When that happens you may very quic
find yourself at point “F” with a very large turn radius and an even smaller
turn rate… Not where you want to be at all! Generally speaking, point “B”
be a satisfactory compromise and it is possible to stay at that speed with the combat configuration for the Typhoon when making comparisons with the
assistance of the autopilot in throttle mode. However, if you need to other aircraft. The reason for that is of course that weight seriously degrad
manoeuvre in the vertical plane, the auto throttle will not be able to keep up the Eurofighter’s turning ability and so when things get desperate you sho
with the changes in g load as the lift vector moves above and below the try to clean up your aircraft by ejecting external fuel tanks and any other
horizon, so that technique is most suitable for engagements that use unessential stores. That means that when you most need to know how the
horizontal turns. Eurofighter compares with other aircraft, the clean, guns only configuration
most likely to be where you are.
Eurofighter Typhoon
Energy Maneuverability Diagram
dps Altitude = 30,000ft
To illustrate this point, let’s look at the EM diagram for the Eurofighter with
45.0
10g
600ft
Eurofighter : Full AB typical air-to-air stores load and then in a clean configuration.
: Guns Only
40.0 8g : 65% Internal Fuel

35.0 6g

1200ft Maximum sustained turn rate.

30.0
4g
1800ft
25.0 Eurofighter Typhoon
Energy Maneuverability Diagram
EuroFighter Instantaneous
20.0 2g
dps
Eurofighter Sustained Altitude = Sea Level
45.0
10g Maximum instantaneous turn Eurofight
15.0 600ft rate (Corner Velocity)
40.0
10.0 8g
Maximum sustained turn rate
35.0
5.0 6g

30.0 1200ft l
0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 4g
1800ft
25.0 Eur
TAS
Eur
20.0
2g

Figure 123. EM at 30,000 ft 15.0

10.0
The diagram shown in Figure 122 was for the Eurofighter at 20,000ft above
5.0
sea level; now consider the diagram for 30,000ft shown in Figure 123. Here
you can see that the best-sustained turn rate for the Eurofighter occurs at 0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
about 6g at 500kts for a sustained turn rate just under 13 degrees every TAS

second.
Figure 124. An EM plot for a Typhoon with AA load-out.
Energy manoeuvrability diagrams like the one above are sensitive to
changes in weight and altitude and so it is normal to consider a whole set of The diagram in Figure 124 shows the Typhoon with a top speed of 848kts
diagrams that cover a range of different loading configurations and altitudes. (Mach 1.02) and a Corner velocity of 305kts. The position of the Ps=0 curv
In order to simplify this process, we will generally only consider a “guns only”

131
shows that your sustained turn rate intersects the envelope at around 208kts tendency towards becoming slower for a better turn radius or faster if you
and 415kts. The highest point on the Ps=0 curve that lies within the envelope need to extend out of the fight. However, once your speed drops closer to
is in this case at the 415kts intersection giving a maximum sustained turn corner velocity, you will begin to lose energy more rapidly until you becom
rate of 23.6dps and a turn radius just under 1800ft. However, with 14 trapped at 210kts. An important part of energy management is not letting t
missiles hanging off the pylons, the extra weight and drag degrade the happen before it is absolutely necessary. Take a look at figure 126.
Typhoon’s performance. The diagram in Figure 124 shows what happens Eurofighter Typhoon
Energy Maneuverability Diagram
when those missiles are gone. dps
Altitude = Sea Level
Eurofighter Typhoon 45.0
Energy Maneuverability Diagram 10g Eurofight
600ft Maximum instantaneous turn
dps 40.0 rate (Corner Velocity)
Altitude = Sea Level 8g
45.0
10g Eurofighter : Full AB 35.0 Flying at a speed just above the maximum
600ft Maximum instantaneous turn
: Guns Only 6g sustained turn rate at 9g means that you will be
40.0 rate (Corner Velocity) Eu
8g : 100% Internal Fuel able to maintain your energy.
30.0 Eu
35.0 Maximum sustained turn rate
6g 4g
EuroFighter Instantaneous 25.0 1800ft
30.0 1200ft Eurofighter Sustained
2400ft
4g 20.0
1800ft 2g 3000ft
25.0

15.0
20.0
2g

15.0 10.0

10.0 5.0

5.0 0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
0.0
TAS
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
TAS

Figure 126. EM plot at sea level, guns only.

Figure 125. A guns only EM plot.
By staying at a speed just above the intersection of the 9g limit and the Ps
You notice that the maximum sustained turn rate has increased by about 0 curve, in this case around 380kts, will place you in the part of the envelo
4dps and that your top speed has increased to 902kts (M1.37), which is a where we have positive Ps. That means you will be able to gain energy, e
significant improvement. Notice that you are unable to maintain corner while pulling 9g. You don’t need to fear falling into an energy trap where y
velocity while pulling maximum g load. Instead, you must manage your will be vulnerable to enemy missiles, but there is the risk that your speed
energy in away that allows you to stay at an effective combat speed while may continue to increase with a corresponding decrease in turn rate and
executing your Basic Fighter Manoeuvres (BFM). One way to do this is to increase in turn radius. One way to avoid that risk is to set the autopilot in
stay at a speed close to 360kts, that’s close to the speed for your maximum throttle mode, and allow the autopilot to maintain speed for you, that is an
sustained turn rate. Notice that in Figure 125, that speed is closer to 400kts effective way to avoid becoming too fast.
and generally, the more stores you have, the faster your best sustained turn
speed will be. That is the speed you should aim for during combat, with a

132
We are now in a position to make our first comparison. One of the most Eurofighter Typhoon
Energy Maneuverability Diagram
capable fighters you will meet over Iceland is the S-37, let’s see how it dps Altitude = Sea Level
compares with the Eurofighter. You should not allow the S-37 to get Within 45.0
10g Eurofig
600ft Maximum instantaneous turn
Visual Range (WVR) while you still have a full compliment of Air to Air 40.0 8g
rate (Corner Velocity)

missiles, but should that happen the resulting manoeuvrability comparison is 35.0
Maximum sustained turn rate
S
6g
shown in Figure 127.
30.0 1200ft
4g
1800ft
Eurofighter Typhoon 25.0
Energy Maneuverability Diagram
dps 20.0 2g
Altitude = Sea Level
45.0
10g Maximum instantaneous turn Eurofighter : Full AB
600ft 15.0
rate (Corner Velocity) : Guns S
40.0
8g : ASRAAM x 6 S
: METEOR (long) x 4 10.0
35.0 Maximum sustained turn rate E
6g : METEOR (med) x 4
: 100% Internal Fuel 5.0 E
30.0 1200ft
4g S-37 : Full AB
1800ft 0.0
25.0 : Guns Only
: 100% Internal Fuel 0 100 200 300 400 500 600 700 800 900 1000 1100 1200
20.0 TAS
2g

15.0
S-37 Instantaneous

10.0 S-37 Sustained Figure 128. Stripped of stores, the Typhoon still has a chance.
EuroFighter Instantaneous
5.0 Eurofighter Sustained

0.0
Here you see that although the S-37 has a slight advantage at low speed,
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
Eurofighter has a significantly better sustained turn rate, which should be
TAS
decisive in a 1v1 scenario. As the altitude increases the situation changes
the diagram shown in Figure 129 shows the relative performance at an
Figure 127. An EM plot for a Typhoon versus S37. Stay out of guns range!
altitude of 30,000ft.

Here you can see that the S-37 is both faster and more manoeuvrable.
However, when the Eurofighter is clean, the situation changes dramatically,
as shown in Figure 19.

133
 Eurofighter Typhoon Eurofighter Typhoon
Energy Maneuverability Diagram Energy Maneuverability Diagram
dps Altitude = 30,000ft dps Altitude = Sea Level
45.0 10g Eurofighter : Full AB 45.0
600ft 10g Eurofighter
: Guns Only 600ft
40.0 8g : 65% Internal Fuel 40.0
S-37 : Full AB 8g
MiG-29
35.0 6g : Guns only
35.0 6g
: 65% Internal Fuel
1200ft
30.0 1200ft
4g 30.0
1800ft 4g
25.0 S-37 Instantaneous 1800ft
2400ft 25.0 MiG-
3000ft S-37 Sustained
20.0 2g 3600ft MiG-
EuroFighter Instantaneous 20.0 2g Euro
Eurofighter Sustained
15.0 Euro
15.0
10.0
10.0
5.0
5.0
0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 0.0
TAS 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
TAS

Figure 129. At altitude, Typhoon gains the edge.

Figure 130. Typhoon versus MiG-29 at sea level.
Here you can see that the Eurofighter’s advantage increases with altitude
Eurofighter Typhoon
and has a better-sustained turn rate, better acceleration and is even slightly Energy Maneuverability Diagram

faster. Before proceeding let’s compare the Eurofighter with some of the dps Altitude = 30,000ft
45.0 10g Eurofighter : Full A
other threats. Firstly the MiG-29: 600ft
: Guns
40.0 8g : 65%
MiG-29 : Full A
35.0 6g : Guns
1200ft : 65%
30.0
4g
1800ft
25.0 MiG-29 Ins
2400ft
3000ft MiG-29 Sus
20.0 2g 3600ft EuroFighte
Eurofighter
15.0

10.0

5.0

0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
TAS

Figure 131. Typhoon versus MiG-29 at altitude.

134
 We are now in a position to analyse our first engagement using our EM
Eurofighter Typhoon diagrams. For our first example let’s analyse an engagement between our
Energy Maneuverability Diagram
dps Altitude = Sea Level Eurofighter and a MiG-29. This is going to be a deliberately brief analysis,
45.0 10g
600ft
Eurofighter : Full AB
: Guns Only
with the sole intention of highlighting the performance issues. The initial
40.0
8g : 100% Internal Fuel
Su-27 : Full AB
conditions for the fight are a merge at 20,000ft and 2 nm separation, as
35.0 6g : Guns Only
: 100% Internal Fuel
shown in Figure 134.
1200ft
30.0
4g
25.0
1800ft
Su-27 Instantaneous 2nm
Su-27 Sustained
20.0 2g EuroFighter Instantaneous
Eurofighter Sustained
15.0

450kts t 450kts
10.0
f
5.0 0
0.0
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 0
TAS ,
0
2
Eurofighter Typhoon
Energy Maneuverability Diagram
dps Altitude = 30,000ft
45.0 10g Eurofighter : Full AB
600ft
: Guns Only Figure 134. The start of a head-on engagement with a MiG-29.
40.0 8g : 65% Internal Fuel
Su-27 : Full AB
35.0 6g : Guns only
1200ft : 65% Internal Fuel One of the worst things you can do in this situation is to fly directly at your
30.0
4g opponent. The important thing to remember at this stage is not to be temp
1800ft
25.0
2400ft
Su-27 Instantaneous into a head on face shot. High aspect or high closure shots, where you are
3000ft Su-27 Sustained
20.0 2g 3600ft EuroFighter Instantaneous likely to fly though the debris cloud from the explosion, are very dangerous
Eurofighter Sustained
15.0 Debris strikes from your target will cause severe damage to your aircraft a
10.0 you fly through.
5.0

0.0
Your first thought here should be to create the lateral or vertical separation
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 required to perform a lead turn, however that will only be possible if the M
TAS
29 is unaware of your presence. In this case we will assume that the MiG-
will maintain an intercept course in order to cut down your turning room an
Figure 132 and 133. Typhoon versus the SU-27.
force a high aspect merge. Before we consider the implications of that, let
just pause to consider the geometry revealed by our EM diagrams, the
diagram for 20,000ft is shown in Figure 135.

135
 Turn Circle Comparison
Eurofighter Typhoon
Energy Maneuverability Diagram Sustained turn performance comparison for the Eurofighter Typhoon and the Mi
Down range (ft)
dps 29 after 9 seconds.
Altitude = 20,000ft 4000
45.0
10g Eurofighter : Full AB
600ft
: Guns Only
40.0
8g : 65% Internal Fuel MiG-29
MiG-29 : Full AB
35.0 : Guns Only
6g 3000
: 65% Internal Fuel
30.0 1200ft
4g
25.0 1800ft Eurofighter
MiG-29 Instantaneous
2400ft MiG-29 Sustained
20.0 3000ft
2000
2g EuroFighter Instantaneous
3600ft
Eurofighter Sustained
15.0

B
10.0
A 1000
5.0

0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
0
TAS
Cross range (ft)

Figure 135. The resulting EM diagram from the head-on engagement.

Figure 136. The resulting turn performance.
From this diagram you can see that in this configuration the MiG-29 has a
corner speed of 510kts with a maximum turn rate of 19dps with a turn radius
of 2574ft. The MiG driver will try to maintain that speed, but to do that he will
not be able to sustain 9g. If you follow the 500kts line down to the MiGs
sustained turn line you see that at 500kts the MiG can only sustain a little
more than 6g with a turn rate of 13dps and a turn radius of 3680ft as shown
at point A. If you match that speed, then at 500kts you can see that the
Eurofighter can sustain a turn rate some 4dps higher, with a turn radius
almost 900ft smaller. That situation is shown in Figure 136 and 137 for a one
and two circle fight.

136
 Turn Circle Comparison
Sustained turn performance comparison for Eurofighter
Turn Circle Comparison
Typhoon and the MiG-29 after 10 seconds Down Range Sustained turn performance comparison for the Eurofighter Typhoon and the
Down range (ft)
4000 MiG-29 after 9 seconds.
6000

3000
MiG-29 5000
Eurofighter

2000 4000

MiG-29
3000
1000

2000
0

Eurofighter 1000
-1000

-2000
Cross range (ft)

-3000 Figure 138. A 240 kts difference in speed can lose you the fight.
Cross Range

Figure 137. Typhoon has a better sustained turn rate at 500 kts.
In order to illustrate the danger of allowing your speed to get too fast,
consider the situation if the MiG remains at 500kts while the speed of the
Eurofighter increases to 740kts (Mach 1.2) at point B in Figure 135. You will
see that in Figure 138 the turn rate of both aircraft are now almost identical,
but the MiG has a huge turn radius advantage. Allowing the Eurofighter to
gain excessive speed is therefore to be avoided in a hard turning
engagement. Having said that, it should be tempered because the Ps
advantage enjoyed by the Eurofighter can be very useful when the odds are
against you and you need to escape.
One valuable technique that can help you to maintain your airspeed is the
use of the autopilot in throttle mode. When you switch the autopilot to thro
mode, it will try to maintain whatever airspeed you had at the moment you
turned it on. Of course it won’t be able to stop you from bleeding your
airspeed off if you fly manoeuvres that cause that to happen, but it will be
able to stop you from gaining unwanted speed during nose low manoeuvr
by reducing the throttle. Even so, the response time caused by the engine
spool up delay will mean that during an engagement where the manoeuvr
becomes very dynamic, even this technique won’t be able to keep you at
your desired cornering speed. You will therefore need to use this techniqu
in combination with the ideas of energy management explained in a previo
section.

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