DCS guidebook by Torque

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Table des matières

Speeds 3
Indicated Airspeed (IAS): 3
True Airspeed (TAS): 3
Groundspeed (GS) 3
Mach: 3
Altitude 5
Radar Altimeter and Barometric Altimeter : 6
Magnetic North and True North 7
Radios 8
Modulation 8
UHF vs VHF 8
Distances 9
Navigation 10
Visual navigation with compass and map 11
Waypoints navigation 12
INS+GPS navigation (EGI) 12
Radio Navigation 12
ADF radio navigation 12
TACAN radio navigation 13
RSBN radio navigation 13
ARC navigation 13
Navigation to landing : 14
ILS or ALS 14
Inside the cockpit 15
Engine starts (Jet) 15
Aicraft APU-equipped : 16
Aicraft lacking APU 16
Piston engine starts 17
Flight Controls 17
Control surfaces 18
Trim : 19
Helicopters: 20
Helicopter Flight Controls 20
VRS vortex ring state : 22
Helicopter trim: 22
Weapons 23
Cannons (gun) 23
Air to Air Missiles 24
Air to Ground Missiles 25
Bombes 26
Rockets 27
Terms and abbreviations 28

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Speeds
In aviation, there are various speeds that pilots need to be aware of:

Indicated Airspeed (IAS):

This speed is directly read on the anemometer and is commonly used for speed changes or formation flying among pilots.

True Airspeed (TAS):

This speed represents the actual speed of the aircraft in relation to the air it is passing through. It is important to note that for
every thousand feet above sea level, the true airspeed is approximately 2% higher than the indicated airspeed. For example, at
10,000 feet, the actual speed is about 20% faster than what is displayed on the anemometer in IAS. This is due to the decrease in
air density as altitude increases.
Certain aircraft, particularly those equipped with gas turbine engines, are capable of achieving higher True Airspeeds at greater
altitudes. This is because their engines operate more efficiently at higher altitudes.

Groundspeed (GS):

Refers to the speed at which an aircraft is moving relative to the ground. It is calculated by adjusting the True Airspeed for wind
conditions. For example, if an aircraft has a True Airspeed of 100 knots and is experiencing a tailwind of 20 knots, its ground-
speed would be 120 knots.

Mach:

Is when an object travels faster than the speed of sound. Under normal, dry conditions with a temperature of 20°C (68 °F), Mach
1 corresponds to 667 knots or 1,235 km/h (767.40 mph).

An aircraft is considered supersonic when it surpasses Mach 1. When an aircraft exceeds Mach 1, it creates a shock wave at the
front known as a sonic boom. Due to its speed, an observer will only hear the sonic boom after the aircraft has passed, with the
sound of the jet engines following the supersonic boom.

As a point of reference, a standard Air-to-Air missile typically travels at around Mach 3.

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Speed is typically measured in knots (knots) equal to one nautical mile per hour or kilometres per hour (km/h), with
Russian and Swedish aircraft using the latter unit of measurement. To convert knots to km/h, simply multiply the num-
ber of knots by 2 and then subtract 10% from the result.

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Altitude
Altitude or elevation is typically measured in feet ([ft]) or meters ([m]), depending on the aircraft. Russian and Swedish
aircraft commonly use meters as their unit of measurement. To convert feet to meters, simply divide the number of feet
by approximately 3 (the exact conversion factor being 3.2808).

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Radar Altimeter and Barometric Altimeter :

The radar altimeter utilizes radar waves to accurately measure aircraft elevation. This device can be programmed to
trigger an alarm if the aircraft descends below a predetermined threshold. The primary function of the radar altimeter
is to prevent collisions with the ground, ensuring safe and efficient flight operations.

The barometric altimeter utilizes atmospheric pressure to calculate changes in altitude.

The units of measurement for this pressure are inches of mercury (inHg) or Hectopascals (hPa), which are equivalent
to millibars (mb).
Russian aircrafts specifically use millimetres of mercury (mmHg).
These four digits are crucial for setting the barometric altimeter accurately.

IThe QNH or QFE must be adjusted.

The QFE represents the current atmospheric pressure at the airfield, while the QNH is the atmospheric pressure ad-
justed to sea level. It is important to note that these values are influenced by various factors such as temperature and
wind, making them specific to each location and variable.

For civil aviation, there is a third option for adjusting the altimeter known as the QNE. This value is utilized for high-
altitude flights to ensure a consistent reference point for all aircraft regardless of their geographical location.

When an aircraft surpasses a certain altitude limit, we refer to it as Flight Levels and adjust our altitude accordingly.
This adjustment is necessary because we are then set to the QNE, which is a standardized value of 1013 hPa, 29.92
inHg, or 759.81 mmHg.

For instance, in regions like North America and Europe, the transition altitude is typically set at 18000 feet (5500 me-
ters). Therefore, when flying at this altitude, we would be at Flight Level 180 (FL180).

NATO/USA military pilots utilize the Angels to designate altitude. Angles 10 corresponds to an altitude of 10000 feet.

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Magnetic North and True North
True North, also known as Geographic North or Geodetic North, is the northern axis of the Earth where the meridi-
ans of a map converge.

On the other hand, Magnetic North refers to the location on the Earth's surface that attracts its magnetic field. Unlike
True North, Magnetic North does not align perfectly and its position changes over time. The variance between Mag-
netic North and True North is referred to as Declination or Variation.

Airplane compasses always indicate the direction of Magnetic north.

The value of variation in the North is not consistent; it varies depending on the location and is depicted on air naviga-
tion charts.

Runways are assigned numbers from 01 to 36, which correspond to their direction in relation to true north (01° to
360°).

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Radios
In aviation, two types of radios Very High Frequency (VHF) and Ultra High Frequency (UHF) are utilized, along with
two types of modulations FM and AM.

Modulation

Modulation is the process of adjusting a signal (whether it be voice or data) in order to transmit it more effectively
across a given distance.

Two common methods of modulation are Amplitude Modulation (AM) and Frequency Modulation (FM).

UHF vs VHF

When it comes to hardware, VHF and UHF radios are quite similar, with the main difference being the length of their
antennas. VHF antennas are typically larger than UHF antennas.

Despite their similarities, VHF radios and UHF radios offer distinct advantages. It's not a matter of one being superior
to the other.

Historically, planes have utilized both UHF and VHF radios, but during the Second World War, VHF radios were the
standard.

Modern airplanes are equipped with multiple radios, allowing for the configuration of various frequencies. However, it's
important to note that radio communication is not like a phone call, only one user can transmit on a frequency at a
time. If one user is transmitting, others must wait until the frequency is clear before speaking. This is typically done by
pressing and holding the PTT (Push-to-talk) button on the radio.

VHF DCS radio:

This type of radio frequency can be used with FM or AM modulation.

VHF AM => from 116.000 MHz to 151.975 MHz

VHF FM => from 30,000 MHz to 76,000 MHz

UHF DCS radio:

Only AM modulation is used for this type of frequency.

UHF AM => from 225,000 MHz to 399,975 MHz

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Distances

In aviation, distance is typically measured in nautical miles (NM or nmi), like in marine, and space navigation.

1 NM = 1,852 km = 6076 ft

Aircraft outside of the NATO alliance, such as Russian or Swedish aircraft, measure distances in kilometers (km).
However, the Swedes use a unit of measurement known as the Scandinavian mile (mil), for longer distances.

1 mil = 10 km = 32808 ft = 5.40 NM

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Navigation
On the globe, the precise location or geographical coordinates are determined by Latitude and Longitude. In avia-
tion, we refer to Northing and Easting, which involves assigning a number in relation to the north and another in rela-
tion to the east.

Latitude measures how far north or south a location is from the equator, with 0 degrees at the equator and 90 de-
grees at the poles (-90 degrees in the south to 90 degrees in the north).

Longitude, on the other hand, measures how far east or west a location is from the Prime Meridian or Greenwich Me-
ridian, with 0 degrees at the Prime Meridian.

These values are expressed in:

Degree = °
Minute = '
Second = ''

North Pole
90° 180° 150°
60° -150°

-120° 120°
30°

-90°
90°
0° Equator

-30° -60°
60°
-60°
-30° 30°
-90° 0°
South Pole Prime Meridian

An example for a specific point in the city of Geneva:

46°12'15.1" N
6°09'03.6" E

There are numerous methods to effectively navigate a map and reach a desired destination. See next pages.

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Visual navigation with compass and map

Visual navigation is a fundamental skill that is widely recognized and understood. By utilizing a compass, individuals
can determine their course and orient themselves on a map, with geographic north typically positioned at the top of
the map.
Alternatively, one can also rely on physical or topological landmarks, such as lakes, mountains, or cities, to aid in navi-
gation. For further information on the distinction between Magnetic North and True North, please refer to the corre-
sponding chapter.

It is essential to memorize the values of the compass.

0° = North.
90° = East.
180° = South.
270° = West.

In both water navigation and aviation, headings are essential for guiding boats and aircraft. Headings are numerical
values on the compass that indicate the direction in which a vessel or aircraft is traveling.

The term "azimuth" is not commonly used in aviation, even though it refers to the same concept. This term is typically
used by ground troops, who are not as skilled in navigation as us aviators, who are considered the elite of the armed
forces.

The watch face too serves as a tool to indicate direction. For instance, 6 o'clock, it signifies a heading of 180° on the
compass.

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Waypoints navigation

Waypoint navigation involves following predetermined points displayed in the aircraft. These points are typically pre-
recorded before takeoff using the DCS Mission Editor, or manually entered into the aircraft using Northing and Easting
coordinates.

INS+GPS navigation (EGI)

In today's modern world, the GPS system has become a household name, providing us with precise location infor-
mation on a map. However, many may not be aware of its predecessor, the Inertial Navigation System (INS). The INS
is a gyroscopic system used to track the movements of aircraft, but it requires calibration on the ground for several
minutes to determine the exact starting coordinates of the plane.

A cutting-edge advancement in navigation technology is the Embedded GPS/INS (EGI) system, which combines the
capabilities of both GPS and INS. This innovative system offers enhanced accuracy and reliability by leveraging the
strengths of each individual system. By integrating GPS's real-time positioning data with INS's precise movement
tracking, EGI provides a comprehensive solution for navigation needs.

Radio Navigation

Aircraft rely on radio signals emitted by ground stations or other aircraft to navigate to specific points. By utilizing its
radio acquisition system, which is the same equipment used for communication, an aircraft can track the signal and
determine the distance to the transmitter if there is a data link established between the aircraft and the transmitter.

ADF radio navigation

The Automatic Direction Finder (ADF) utilizes the aircraft's radio communication system to receive navigation signals.
ADF beacons, each with a unique frequency, are depicted on aviation charts. To confirm reception of the correct bea-
con, a Morse code signal consisting of three audible letters is transmitted to the pilot.

An arrow or pointer on the compass indicates the direction of the ADF beacon. Simply follow the arrow to navigate
towards the beacon.

The international symbol of an ADF beacon on maps:

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TACAN radio navigation

The Tactical Air Navigation (TACAN) system is comparable to the Automatic Direction Finder (ADF), but it offers addi-
tional features such as the ability to display the range, which indicates the distance of the aircraft from the beacon, or
even the time required to reach it.

Similar to the ADF, the TACAN system uses an arrow to indicate the direction to the desired location. In the example
provided below, the distance to the beacon in miles is displayed at the top left of the screen. A trajectory correction,
represented by the straight line of the arrow, may be necessary to align with the runway, although the specifics of this
correction will not be discussed in detail here.

The international TACAN symbol on the maps:

RSBN radio navigation

Russian aircraft are equipped with the RSBN (РСБН) short-range navigation radio system, which is comparable to the
NATO/USA TACAN system.

The RSBN symbol (РСБН) on maps:

ARC navigation

The Russian ARC system (АРК) is comparable to the American ADF system, with both utilizing the same symbol on
maps.

Civil aviation relies on VOR (VHF omnidirectional range) and DME (Distance Measuring Equipment) for navigation,
which are similar to ADF and TACAN systems. However, let's leave the discussion of civilian equipment to the enthu-
siasts of Microsoft Flight Simulator.

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Navigation to landing :

During times of low visibility or when pilots are unable to see the runway, landing aid systems play a crucial role in
assisting or even taking control of the aircraft to ensure a safe landing..

ILS or ALS

The Instrument Landing System (ILS) utilizes radio signals to assist in guiding aircraft to the ground. Typically, the ILS
is depicted by two lines in a compass - one horizontal and one vertical - in either yellow or white. The pilot is required
to align the aircraft in such a way that these lines intersect, forming a cross.

Similarly, the Automatic Landing System (ALS) functions in the same manner as the ILS, with the exception that the
aircraft is guided to the ground automatically while on autopilot.

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Inside the cockpit
The cockpits of planes and helicopters do not follow a standardized layout like most cars. The location of buttons and
controls that can be adjusted by the pilot varies depending on the type of aircraft. Despite this variability, switches and
buttons are typically organized by their functions. For instance, all the switches related to lighting are grouped together
on a panel within the cockpit.

In the case of high-fidelity aircraft in DCS, which are fully interactive with the use of the mouse, it is crucial to
familiarize yourself with the specific locations of controls and buttons in order to effectively operate the aircraft.

Engine starts (Jet)

To start a jet engine, the following components are required:

a) Proper airflow through the jet engine.

b) A consistent fuel supplies.
c) A heat source to facilitate ignition, typically provided by an electric current source.

It is important to note that there are two distinct types of aircraft to consider in this chapter: those equipped with Auxil-
iary Power Units (APU) and those without.

The Auxiliary Power Unit (APU) is a compact engine utilized to generate power on aircraft, allowing them to operate
various systems such as electricity, pneumatic pressure, and hydraulics while the main engines are not running. Once
the main engines are functioning properly, the APU is shut down as it becomes unnecessary. The aircraft systems are
then sustained by the main engines.

Aircraft lacking APU, typically older models or those designed for lighter weight, must be linked to an external power
source for electricity and pneumatic pressure in order to initiate operations.

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Without APU It is therefore the ground crew who connects the external generator to the aircraft on the tarmac:

You will need to familiarize yourself with the engine start procedure for each aircraft. For those who prefer a quicker
option, there is an auto-start feature available or see keys bindings.

However, the fundamental philosophy of starting a jet will remain consistent across all aircraft. Below, I will outline the
steps that are common to all:

Aicraft APU-equipped :

1) Turn on the batteries

2) Turn on the fuel supply
3) Turn on the APU
4) Initiate engine start (start button)
5) Wait for it to take rpm (revolutions per minute)
6) Throttle to idle (uncage throttle)
7) In the case of a twin-engine jet, repeat points 4 to 6 for the second engine.

Aicraft lacking APU

1) Ask the ground crew to connect the power cable (electric)

2) Ask the ground crew to connect the pneumatic pressure (air)
3) Turn on the batteries
4) Initiate engine start (start button)
5) Wait for it to take rpm (revolutions per minute)
6) Throttle to idle (uncage throttle)
7) In the case of a twin-engined aircraft, repeat points 4 to 6 for the second engine.
8) Ask the ground crew to disconnect everything (power and air)

Final point: Certain aircraft have the capability to restart their engines mid-flight in case of an emergency.

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Piston engine starts

Starting piston engines can be summarized in the following steps:

1) Turn on the batteries
2) Pump the fuel into the engine (either manually or a button)
3) Activate ignition coils (both magneto)
4) Turn on the fuel supply
1) Initiate the engine start (start button or propeller launch system)
2) Change the air/fuel mixture (Mix) from the start position to normal operation

Flight Controls

When beginners consider the flight controls of an airplane, they often envision the joystick as the primary control.
However, the reality is more intricate than that simplistic view. In addition to the joystick, there are also the throttle and
rudder controls to consider. The combination of the throttle and joystick controls is commonly referred to as HOTAS,
which stands for "hands on throttle-and-stick.

An aircraft can move on 3 axes in addition to moving forward:

Pitch = Up or down displacement.

Roll = The aircraft "rolls" on itself.
Yaw = Moving to the left or right.

The joystick is responsible for controlling the Pitch and Roll of the aircraft, while the pilot's feet operate the rudder
pedals to control the Yaw axis. For instance, when the pilot needs to move the aircraft to the right, he push with his
right foot and simultaneously move his left foot back.

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In some aircraft, the rudder pedal also functions as the left and right wheel brakes, similar to a car pedal that is
pressed with the toes.

Additionally, there is the fourth axis, which is the throttle control used to propel the aircraft forward. In fighter jets, the
throttle control is always located in the left hand of the pilot. Therefore, both right-handed and left-handed individuals
must use the joystick with their right hand.

Control surfaces

Below is an example of the different control surfaces of an aircraft.

Flaps:

Flaps are a crucial component found on nearly all aircraft. While some flaps are automatically controlled by the air-
craft, it is typically the pilot who is responsible for adjusting them.

The flap, located on the underside of the wings, is a detachable section that plays a vital role in controlling the air-
craft's lift and drag.

Flaps are used to reduce the speed of the aircraft while increasing lift.
At take-off, as a rule, the flaps are half down and on landing they are completely at the bottom. In standard flight the
flaps are closed or UP (top position).

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Trim :

Trim is a crucial aerodynamic or mechanical system that ensures an aircraft's control surface remains in a position
that allows for proper balance during flight. When the trim is accurately adjusted, the aircraft is able to maintain its de-
sired attitude in the air, resulting in the cancellation of control column forces. This allows the pilot to release the con-
trols, enabling the aircraft to fly straight and level.

In modern aviation, some aircraft, like the FA18 and F16, are equipped with automatic trim systems. However, these
systems are still adjustable by the pilot to suit specific flight conditions.

Typically, pilots adjust the trim using a small 4-way Chinese hat located on the joystick. This allows for precise control
over the aircraft's trim settings.

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Helicopters:

Helicopters are a unique and fascinating aspect of aviation, standing out as a world apart from fixed-wing aircraft.
While they do share some characteristics with traditional airplanes, helicopters are far more complex in their design
and operation. When flying forward at a high speed, a helicopter is piloted much like an airplane. However, the differ-
ences between the two become apparent in other phases of flight.

Helicopter Flight Controls

Flight controls in helicopters are similar to those in airplanes, as previously explained. However, there are some key
differences to note. One major distinction is the throttle control, which is operated using a motorcycle-type handle on a
collective lever located on the left-hand side of the pilot.

In most helicopters, the throttle, which controls the engine speed, is typically operated using a handle that is turned
similarly to a motorcycle. The throttle control is usually set at a specific position when starting the engines and remains
unchanged throughout the flight. This is due to the presence of a governor in most helicopters, which automatically
adjusts the power output as needed.

In a helicopter, the pilot uses his left hand to control the collective lever. This lever is moved up and down to adjust
the helicopter's altitude. By raising the collective, the pilot can lift the helicopter higher, while lowering it will cause the
helicopter to descend.
The collective lever adjusts the angle of the rotor blades, similar to how a controllable-pitch propeller works on a pro-
peller plane.

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During hovering, the collective is responsible for controlling the vertical trajectory of the helicopter. The angle of all the
blades is determined by the position of the collective, which in turn affects the lift generated by the rotor. Lift is a dy-
namic force produced by the speed of the blades, allowing the aircraft to ascend.

While the collective manages the helicopter's vertical movement, the cyclic (Joystick) is utilized to navigate forward,
backward, or laterally by adjusting the position of the rotor.

When the cyclic is pushed forward, the helicopter moves in a forward direction but simultaneously descends, requir-
ing an increase in collective to maintain altitude. Conversely, pushing the cyclic backward slows the helicopter down
and results in an increase in altitude.

Flying a helicopter is more intricate than piloting an airplane due to the constant management of flight controls. Unlike
airplanes, helicopters have the ability to move backwards, sideways, and hover in place.

Describing the art of helicopter piloting is a challenging task that requires practice and skill. One fundamental rule that
all helicopter pilots adhere to is the continuous monitoring of the Vertical Speed Indicator (VSI). This instrument pro-
vides crucial information to the pilot regarding the aircraft's vertical movement, indicating whether it is ascending or
descending and at what rate in feet per minute.

This aircraft is commonly found on airplanes, however, a helicopter pilot must always keep it in sight.

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VRS vortex ring state :

One crucial concept that is not widely known is the Vortex Ring State (VRS) phenomenon.
VRS is a hazardous aerodynamic condition that can occur during helicopter flight when a vortex ring system sur-
rounds the rotor, causing a substantial loss of lift.

This phenomenon can cause the helicopter to plummet to the ground rapidly!

Helicopters often encounter the phenomenon when attempting to glide out of ground effect without maintaining accu-
rate altitude control, conducting downwind approaches, or when airspeed is below effective translational lift.

VRS typically occurs during the phase of decreasing speed in preparation for a hover or landing, making it a leading
cause of helicopter crashes aside of enemy missiles :)

Avoiding VRS depends on the specific helicopter being used, but as a general rule, pilots should be mindful of the vor-
tex created by their rotor blades. During low-speed phases, pilots should avoid descending too quickly, aiming to keep
the Vertical Speed Indicator (VSI) below 500 feet per minute (approximately 2.54 meters per second for Russian heli-
copter).

Helicopter trim:

Just like airplanes, helicopters also require trimming in order to establish a stable flight position and reduce the pilot's
workload. This allows the pilot to avoid constantly exerting pressure on the flight controls.

The trim can be activated or deactivated. The cyclic is free to move when the trim is not activated but is forced to re-
main in a fixed position when activated.

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Weapons
In this chapter, we will explore the various weapons that are available in DCS. For a comprehensive list and detailed
information on each weapon, please visit the following website:
[Link]

Cannons (gun)

Aircraft are equipped with a variety of powerful cannons, akin to the machine guns of the sky. The caliber of these
cannons varies depending on the model of the aircraft, ranging from 20mm to 30mm. One of the most renowned can-
nons is the GAU-8/A Avenger, found on the A10 aircraft, which boasts a caliber of 30mm.

Among the most commonly used cannons is the M61 Vulcan 20mm, utilized in aircraft such as the F16, FA18, and
F15. However, there are numerous other models available, including the Colt Mk 12 cannons on the A4 Skyhawk and
the M39 on the F5 Tiger. Each of these cannons plays a crucial role in the firepower and capabilities of their respec-
tive aircraft.

The difference in performance will be determined by the total carrying capacity, the speed of shots, and the type of
ammunition used.

There are several types of ammunition available for use:

- AP (Armor-Piercing): Designed for the destruction of armor, tanks, buildings, etc.
- TP (Target-Practice): Intended for target training purposes.
- HEI (High-explosive incendiary): Used for the destruction of aircraft and contains explosive and incendiary compo-
nents.
- CM (Combat mix): A combination of AP and HEI ammunition for versatile use.

Tracers are a special type of ammunition that leaves trails of light using pyrotechnic powder. This feature helps in
tracking the movement of the ammunition and aids in aiming. For example, AP-T stands for Armor-Piercing Tracer
ammunition.

The color of the light trail can vary, red, yellow, or green.
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It is important to note that only 1 in 5 or even 1 in 10 rounds may be traced, so it is not advisable to solely rely on the
light trails to determine the number of cartridges that have been fired.

Interestingly, WWII planes were designed with the unique feature of having fewer tracer rounds towards the end of the
magazine. This was done to alert the pilot that there were only a limited number of rounds remaining.

Air to Air Missiles

Missiles everyone knows what they are! But there are several types:

Infrared guided missiles (Fox2):

These missiles are equipped with sensors that are designed to detect and lock onto the heat emitted by reactors.
AIM-9 Sidewinder for the USA.

R-73 Vympel Вымпел (Archer) for Russia.

R-27 Vympel Вымпел (ALAMO) for Russia.
R-60 Vympel Вымпел (APHID) for Russia.
R.550 Magic II for France.

Radar guided missiles directed by the aircraft that fired them (Fox1):
This type of missile establishes communication between the missile and the aircraft that fired them, the "lock" or tar-
geting is done by the aircraft's radar.

AIM-7 Sparrow and for the USA.

R-27 Vympel Вымпел (ALAMO) for Russia.
530 Super Matra for France.

Semi or fully autonomous radar-guided missiles (Fox3):

These missiles are fully or partially autonomous. Once launched, they are equipped with an integrated radar system to
guide them to their target.

AIM-120 AMRAAM and AIM-54 Phoenix for the USA.

R-33 Vympel Вымпел (AMOS) for Russia.
MICA for France.

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Air to Ground Missiles

There are numerous varieties of Air-to-Ground missiles, each designed with specific destruction objectives and ranges
in mind. These missiles can be categorized into distinct groups based on their intended use and capabilities.

Anti-ship:
When it comes to ship destruction, size and power are key factors. Unlike torpedoes, missiles are airborne and pack a
powerful punch.
RGM-84 Harpoon for the USA
KH-29 Kedge for Russia.

Television guidance:
Utilizing a television image, the pilot is able to pinpoint and lock onto their targets. By viewing the television image
through the missile camera, the pilot can accurately select their target from the images displayed.
AGM-65 Maverick for the USA.
KH-59 for Russia.
Etc…

optical Infra rouge:

Equivalent to television guidance missiles but with infrared images

Laser guided missile:

They are guided by a laser pointed by the aircraft itself.

S-25 for Russia.

9A4172 Vikhr for Russia.
Kh-25 Karen for Russia.
Kh-29 Kedge for Russia.
Etc…

SEAD Suppression of Enemy Air Defenses Missile:

Missile that captures and targets a source of radar emission to destroy it.
Specially designed to destroy SAM sites.

AGM-88 HARM for the USA.

Kh-25MP for Russia.
Kh-58 for Russia.

JSOW/ Decoy Missile:

Missile that hovers like a glider without propulsion.
They are used either to pass themselves off as planes in order to deceive radars, or to launch bombs over a very long
distance.

AGM-154 JSOW for the USA.

ADM-141 TALD for the USA.
etc…

GPS, Inertial, Datalink, Imaging Infrared Missile:

These American missiles mainly use almost everything to be guided. They are very long-range missiles.
It uses GPS, communication with other planes, infrared, etc…

AGM-84E SLAM for the USA.

Etc..

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Bombes

As for missiles there are a huge number of types of bombs.

I describe here only a small part of them.

General Purpose Bomb or dumb bomb:

These are the conventional bombs that we all know. No guidance or special ability.

Mk 82 for the USA.

Mk 84 for the USA.
FAB-500 M-62 for Russia.
Etc…

High-drag Bomb:
These bombs are equipped with an air brake system to prevent horizontal movement. They are slowed down by either
inflated balloons, parachutes, or metal parts that open.
This feature allows for quick and low-altitude deployment, making them highly effective in combat situations.

Mk 82 Air for the USA.

Mk 82 SnakeEye for the USA.

Anti-Runway Bomb:
Extremely perforating it generates a large crater to destroy the runways.

BetAB-500 for Russia.

Laser guided Bomb:

Bomb guided by a laser directly from the plane or by a ground team.

GBU-10 for the USA.

GBU-12 for the USA.
Etc…

Cluster Bomb:
Cluster bombs are munitions that detonate in the air, dispersing numerous smaller bombs onto the ground below.
Among these smaller bombs are guided rockets, adding a precision element to their destructive capabilities.

CBU-97 for the USA.

CBU-87 for the USA.
RBK-500-255 for Russia.
Etc…

Training bomb:
Training bomb that melts smoke on impact in order to see where they have fallen.

BDU-33 for the USA.

Etc…

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Rockets

Rockets are small, unguided missiles that travel in a straight line in the direction they are launched.

Their categories are listed below:

High Explosive (HE):

Mainly anti-infantry or light vehicles.

S-13-OF for Russia.

Hydra 70 for the USA.
Etc..

High Explosive Anti-Tank (HEAT):

Anti-tanks with penetrating capacity.

S-8-KOM for Russia.

S-5KO for Russia.
Mk 4 FFAR for the USA.

Smoke Marker (SM):

Used to mark targets with smoke.

S-8-TsM for Russia.

During World War II, as well as the Cold War and the Korean War, ancient rockets were utilized to effectively destroy
enemy bombers. These rockets were specifically designed for air-to-air combat, showcasing their versatility and effec-
tiveness in aerial warfare.

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Terms and abbreviations
AAA = (Anti-aircraft Artillery) Non-missile anti-aircraft artillery.

ANGELS = Altitude in thousands of feet (ft).

Bandit = A known enemy.

Bingo = Low fuel (minimum to return to base).

Bogey = An unknown radar contact.

Bogey Dope = A request for bearing and range from the bogey of heading, speed and altitude.

Bullseye = A fixed point in the battlespace from which references are given.

BRAA = (Bearing for Range at Altitude and Aspect) The position of an aircraft, its distance and altitude.

BVR = (Beyond Visual Range) Combat mode or radar that allows to scan or lock a target beyond the ability to see it
visually.

CAP = (Combat Air Patrol) Combat air patrol. Search and destroy enemy planes and helicopters.

CAS = (Close Air Support) Help from ground teams. Air support. Destruction of tanks etc...

COLD = The plane is moving away from you.

CSAR = (Combat search and rescue) Mission mainly by helicopter to recover ground troops and row them to safety.

CTLD = (Complete Transport and Logistics Deployment) Logistics transport mission.

FAC = (Forward Air Control) In a CAS mission it is the team or individual who assigns targets.

FARP = (Forward Arming and Refueling Points) Base, mobile airfield for helicopter or planes.

FLANKING = The plane is moving perpendicular to you.

Fox 1, 2, 3 = radio information indicating the launch of an air-to-air missile

1 = guided by the aircraft
2 = infrared homing
3 = radar homing.

HOTAS = (Hands on Throttle and Stick) Hands on the stick and throttle.

HOT = the aircraft is coming towards you

HUD = Head-up display.

IFF = (Identification, friend or foe) System that uses a transponder that listens for an interrogation signal and then
sends a coded response that identifies the broadcaster. Used so as not to accidentally destroy a friendly aircraft.

INS = (Inertial Navigation System) A device using precise gyroscopes that allows the pilot to determine his position
anywhere on earth within a few hundred feet.
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Joker = Fuel status just above bingo.

JTAC = (Joint Terminal Attack Controller) Same as FAC. They also do laser pointing.

MAGNUM = Radio indication of the sending of an anti-radiation missile to destroy a SAM for example.

Mud = Machine on the ground for example SAM.

Nails = indication of an enemy radar threat (it tracks you, it is focused on you).

NATO = North Atlantic Treaty Organization. NATO planes are planes under the control of the alliance which is led by
the USA. And have a common style of system and standardized "language".

Ordnance = munitions.

Painted = Scanned by radar.

Pickle = bomb dropped.

RTB = Return to base.

RIFLE = Radio indication of the sending of an air-to-ground guided missile.

RWR = (Radar warning receiver) system that detects radar waves and displays them on a dial in a top view relative to
the aircraft. This is another system independent of the attack radar, it also allows to differentiate the types of emis-
sions received by aircraft, boats, SAMs and even missiles.

RWS = (Range While Search) Radar mode that allows to track a target and have its exact range distance. Just like
the TWS this mode allows to continue to scan but if we lock on to a target it tracks more strongly which will alert the
enemy.

SAM = Surface-to-air missile or device used to send them.

SAR = Search and rescue.

SEAD = (Suppression of Enemy Air Defenses) Mission or type of missile that aims to destroy the anti-aircraft defiance
of the enemy.

Spiked = Indication of an enemy radar threat (it scans you).

SHACK = Radio indication of the destruction of a ground target.

SPLASH = Radio indication of the destruction of an air target.

TACAN = (Tactical Aid to Navigation) Navigation aid that provides the bearing and distance between it and an aircraft.

Tally = Enemy in sight.

Texaco = Tanker aircraft.

TWS = (Track While Scan) Radar mode that allows you to track a target while continuing to scan the rest to have a
better view of the situation. Also what allows you to have several targets for an attack on multiple targets. If you lock
on a target with this mode the enemy is not alerted.
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VSTOL = Very short takeoff.

VTOL = Vertical takeoff and landing.

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