FALCON 4.0 ALLIED FORCE MANUAL PDF
Falcon Allied Force Manual - Ebook download as PDF File .pdf), Text File . txt) or read book online. Falcon Allied Force Manual. History Chart, Falcon 4 Manual, Falcon 4 Archives, Falcon 4 Documentation, Falcon 4 Docs, Ċ, naturalswiss-csalas.info Falcon 4 Allied Force. Falcon Allied Force was recently showcased in London at the Fly! . page naturalswiss-csalas.info manual, page "new player" printed manual; Reworked.
|Language:||English, Spanish, Arabic|
|Genre:||Academic & Education|
|ePub File Size:||16.79 MB|
|PDF File Size:||13.77 MB|
|Distribution:||Free* [*Regsitration Required]|
Falcon Allied Force manual. Published: ; Filesize: MB. Download this file now! Falcon Allied Force manual. followers of Falcon , the franchise has come to represent the most advanced and This manual will guide you through every aspect of operating the Viper. Falcon Allied Force - Quick Reference Card Manual pitch override. O Ctrl Alt 4. Betty Master Caution. Ctrl C. Power HUD. Shift Alt F2. RWR Power.
We wanted to give you, our members, the benefit of our detailed, in-depth study of this high fidelity jet combat simulation, with our unbiased analysis and opinions. We trust you have enjoyed them and found them useful in the pursuit of your simulation interests. We had the manuscript flown in by special courier, and present it to you now, uncut and uncensored. Well, kinda…. In the roughly two decade history of PC computer flight simulations, no combat flight sim has garnered more attention than Falcon 4. Released by Microprose in December , the story of Falcon 4. And yet, with all of that, it remained too damned complex and serious to be flown by any but the most hardened grognard or grizzled-by-scar-tissue masochists.
They provide all the instruction you will need to complete each learning objective, but there is one caveat. The training missions use a building block approach.
If you try to fly one of the advanced missions without first learning the skill sets from the earlier missions, you may have difficulty. Overview These training missions are designed to teach you how to fly the F in the same way as a real F pilot learns to fly his jet.
FalconAF is the most realistic flight simulation ever built, and features scalable levels of difficulty to aid new pilots.
The skills and knowledge required to use the F's systems are not easy to learn, and will take time and effort to master.
For this reason, it's suggested you follow this step by step training regimen. All of these training missions assume a specific setup. Please follow these instructions for all of the 30 training missions: Select Setup from the main menu. Click the Simulation tab at the top of the window. Select "Ace" from the Skill Level option. On the right-hand side of the window, turn Labels on by clicking in the box. Note that the Skill Level changes to Veteran.
Click the Graphics tab at the top of the window. Make your Graphics selections based on your processor, video card, available RAM, etc. See Chapter Setup for recommended settings. The list of training missions will then appear. Click on the training mission you want to start and click the Commit button in the bottom righthand corner.
Under Mission Schedule on the next screen, the training mission will be selected and you will see the default name "2nd Lt. Joe Pilot" next to an aircraft icon. If you have previously created a pilot in the Logbook, you will see the name you created instead. Click the Fly icon in the bottom righthand corner to start the training mission. Unlike the regular pause mode P key , freezing the game lets you operate all the F avionics and instruments, most notably the radar.
Note that the mission clock keeps ticking in Freeze mode. If you are supposed to be at a specific location at a specific time, the time you spend in Freeze mode counts against you. Mission 1: Basic Aircraft Handling The objective of this mission is to learn how to control the F When you complete this mission, you will have a feel how the fighter responds to controls, and what it can do.
There is no point taking a multi-million dollar aircraft up against the bad guys if you can't control the jet. This mission is the first in a series of aircraft handling training missions patterned after the Air Force's real F training syllabus.
In the real syllabus, this sortie is called "TR-1" or "Transition Sortie 1. Since you may be an experienced real life pilot, or a 3 year old who has accidentally hit the wrong icon, we're going to take it slow and start with the very basics. If you feel you've seen all this before, move on to the next mission.
Controlling the plane in FalconAF and in the real F is really not very difficult. Fighting in the jet, however, is another matter. Modern fighters like the F are a dream to fly but devilishly hard to fight in. Today's fighters barrage the pilot with information which, when combined with increased speed, creates a tempo of air combat that is close to the limits of human capability.
Along with the challenge of sensor fusion and tempo, modern fighters also feature a violent high-G environment. G force is the force that acts on the jet when it turns. It's like the old example of swinging a bucket of water on the end of a rope. The water stays in the bucket because of the force pressing the water towards the outside of the arc. The G force on an aircraft is essentially the same thing except greater in magnitude.
The G forces of modern air combat would turn the fighters of old into kindling or paper clips.
The fighter pilots of yore, of course, faced challenges of their own. Their primary challenge was the sheer difficulty of just flying their aircraft. Older aircraft were simply a lot harder to fly than the F Skills such as flying an F close to its maneuvering limit, manual bombing in the F and marksmanship in a P demanded great flying skill. The F, in contrast, has a flight control computer that limits Gs and other critical flight parameters to help keep the pilot out of trouble.
In addition, the F Fire Control Computer puts the bombs on the target. In general, the F is just easier to fly. This doesn't mean the pilot has to sit back and just press a button occasionally.
There are challenges a plenty, and like any aircraft landing is going to keep you busy. Since FalconAF flies like the real jet, it should be relatively easy to fly. Just because flying the jet is easy, however, does not mean that it is effortless or that there is no learning curve. This mission will help you master flying so you can go on to the more complex and demanding air combat tasks. We will also cover a few displays and instruments that are also shown in other parts of this manual. Everything you need to fly this mission will be presented here.
FalconAF features several views, but we will start with the cockpit. Press 2 on the top row of the keyboard to make sure you are in the 2-D Cockpit view. This cockpit not only looks exactly like the real F cockpit but also features the same functionality.
The HUD is located at the top of the cockpit and is by far the most useful of all cockpit displays. Here is a list of the parts labeled in Figure and what they are used for in the HUD. The flight path marker is the most important indicator on the HUD. This symbol shows the pilot the jet's flight path or vector. If you use your joystick to place the flight path marker on a point over the ground and hold it there, the jet will impact the ground on that exact spot.
Hopefully, you won't be doing that very often. The flight path marker can be used in a very similar way to fly to a precise point on a runway. The F can be flown in level flight or precise climbs and dives using the flight path marker. The gun cross is the small cross symbol at the top of the HUD. This is an important reference since it represents where the nose of the aircraft is pointing.
There is a difference in where the aircraft is pointing and the direction in which the aircraft is moving. The Angle of Attack AOA indicates the difference in vertical degrees nose up or down between gun cross where the aircraft is pointing and the flight path marker where the aircraft is going.
The difference between the gun cross the nose of the aircraft and the flight path marker is a measure of your current AOA.
The pitch ladder provides a level flight reference along with a reference for climbs and descents. It can be easily differentiated from the other pitch ladder lines because it has no number associated with. The airspeed scale is on the left side of the HUD.
Since this scale shows airspeed, means that you are going at knots nautical miles per hour. The airspeed scale has a C next to the tick mark, which stands for calibrated airspeed. The altitude scale is on the right side of the HUD. The scale shows attitudes in thousands of feet normally, so if the scale shows 16,0, that is 16, feet above sea level. When you get "down in the weeds", below 1, feet from the ground, the altimeter changes to different altitude display in the HUD.
This scale shows hundreds of feet, when the sliding bar is next to "2", you are feet above the ground. Keep in mind that this is the ground directly underneath your jet and not the ground that is in front of you. As you climb and get above 1, feet, the scale goes back to the normal sea level scale. There is an indicator next to the altitude readout, that shows B when the barometric altimeter is being used MSL display , and a R when the radar altimeter is in use AGL display.
Additionally, you will get the B when the radar altimeter is switched off, or when your jet is not reasonably parallel to the ground. The heading scale at the bottom of the HUD shows aircraft heading.
The scale simply shows aircraft heading in degrees. Aerodynamics and G Forces for a detailed explanation of G Forces. Not all fighter pilots use the HUD the same way. You can configure your HUD display to suit your needs just as the real pilots do. Press H to change the scales of the HUD. The first time you press H , it will remove the analog scales, leaving digital readouts of the altitude, speed and heading.
The second time the analog scales come back, but left to the altitude scale you will see an AOA indicator. Additionally the readout of the heading scale changes.
Press H a third time to return to the default HUD display. Since the ground can be colored green, this option can be very useful. This option is not available in the real jet. Real F HUDs are only green. The HUD displays a lot of other information related to weapons usage and we will talk more about HUD displays like diamonds and timing cues in the training missions to come.
Basic Cockpit Instruments We should discuss a number of cockpit instruments and displays before getting airborne. Make sure you are in the 2-D Cockpit view, as shown in Figure Figure The ADI Attitude Director Indicator provides an artificial horizon and an aircraft symbol so you can tell the attitude or orientation of the aircraft relative to the earth. The airspeed indicator shows the aircraft's airspeed in hundreds of knots.
When the needle is on the 4, you are going knots. The altimeter shows the MSL altitude altitude above sea level of the aircraft on the round dial. The digital readout on the inside of the dial shows the altitude in feet. The white needle on the dial displays the hundreds of feet of the current altitude. For example, when your aircraft is between 10, and 11, feet and the needle positioned on the 8, you are at 10, feet altitude MSL.
Figure The AOA indicator is a tape that shows the angle of attack of the aircraft. In order to generate lift, the jet needs to have a positive angle of attack or fly at a positive angle into the relative wind airflow. Remember that the AOA is the angular difference between the gun cross and the flight path marker. For now, all you need to know about the HSI is that it can be used to indicate aircraft heading. When the aircraft turns, the dial moves to indicate the change in aircraft heading.
The RPM gauge on the right upper console shows the revolutions per minute of the turbine blades at the core of the engine.
RPM is directly tied to throttle position, which controls how much thrust the engine produces. Training Mission Overview This mission starts with the F in the air. Your goal on this mission is to get used to flying the jet and using the keyboard to control your various views. Mission Description 1. While we are frozen, let's go through the different view options. Access the views by pressing the number keys at the top of the keyboard.
Press 1 to switch to the HUD Only view. Press 2 to put you back in the default 2-D Cockpit view. This view is mouseable, which means that you can use the mouse to flip switches, turn dials and move around the cockpit.
There are three kinds of mouse pointers that are used in the 2-D cockpit. The red diamond indicates that you cannot interact with a cockpit control or dial.
The green circle means that you can interact with a cockpit control or dial by flipping a switch, etc. The green arrow means that you can click to change your 2-D Cockpit view to look left, right, etc. Press 3 to enter the 3D or Virtual Cockpit. In Virtual Cockpit, use the hat switch on your joystick or press the arrow keys on the numeric keypad to move your view around the cockpit.
Holding down right mouse button and moving the mouse pans the view smoothly as well. This view is very important because it is very useful in air combat and in maintaining your situational awareness SA. Situational awareness is understanding where you are in relation to the world around you and, understanding where threats are in relation to you.
Practice using the Virtual Cockpit while the simulation is in Freeze mode. If you hold down left or right arrows, notice that your view will stop near the ejection seat. Since you cannot see past the ejection seat in the real F, FalconAF has the same view limitation. You will hear a banging sound of your helmet hitting the headrest when you reach that limit.
If you want to rotate your head the view to the other side of the cockpit, press left or right on the numeric keypad again and you will move the view to the other side of the cockpit. To get a closer look at the world, press L. Press L again to return to normal view. You can also press and 7 on the numeric keypad to zoom the view closer in or further out. FalconAF has additional views, but they will not be needed in this mission. Bring up the 2-D Cockpit by pressing 2. Figure 5.
Move your joystick left to start an easy left turn. Figure shows how to move your. During these maneuvers. The HUD control panel on this console next to the control stick is a 3-way toggle switch that selects the HUD altitude options. Bar and Radar. After climbing 1. Do this by gently pulling back on the joystick until you get the flight path marker where you want it.
After accomplishing level turns and some straight ahead climbs. Notice that when the wings are banked. Practice a descent by pushing the joystick gently forward. When you are done. Figure 7. You must always manage your energy when flying.
When you are heading west. To keep the aircraft in level flight. Make sure you know which way your aircraft Page 15 of Your altitude will now decrease and your airspeed will increase. In addition.
Falcon 4.0: Allied Force
Set up parameters of your own to practice maneuvering the jet precisely. To climb. Practice making level turns to the right and left. Try to climb 2. In the 2-D Cockpit view. Switch between these modes by switching to the lower right console press 2 times 6 and 2 once in the 2-D Cockpit view. For example.
After descending 1. Notice that the aircraft starts to climb and that both the cockpit and HUD altimeters show increasing numbers and that your airspeed decreases if you're not climbing. Climbs trade airspeed for altitude. When you have turns. When the vertical legs connected to the ends of the pitch bars are pointed up. Once the nose of the jet is below the horizon. It's easy to crash when you're close to the ground and not looking outside. Just be aware that if you get nose high and slow.
When you hear the horn. Stop the roll when you are upside down. The horn will come on at about knots. Once the jet is inverted. The flight path marker will catch up with the gun cross when the AOA is reduced.
The AOA initially will be high because you are pulling Gs. Keep the jet inverted upside-down. Figure shows the low speed warning horn chart used by the F Make sure you roll the aircraft slowly to avoid losing control. You can tell you are upside down by looking at the HUD pitch scales.
Figure shows the climb. Use the Orbit view number key 0 to watch how the aircraft performs at very low airspeeds. Page 16 of Pull hard back on the stick and start an easy 5 G to 7 G pull-up straight ahead.
You don't have to memorize the chart. Figure This first training mission will help you practice controlling the jet using basic cockpit and HUD symbology. Since the flight path marker will lag the gun cross. When the airspeed gets to knots. Climb to Because of the weight. As you move down the taxiway. The good news is that you don't have much time to get creative and mess up the procedures. Combat configurations are heavy. When taking off. Page 17 of Things happen fast when you are taking off in full afterburner--and that is both good and bad news.
Do so by clicking on the plane icon. Taking off in the F is simple. Make sure you are placed in the lead. The bad news is that if you don't use the correct takeoff procedures. All the runways in the Balkans and Korea are busy launching and recovering aircraft. For this training mission however. Takeoff In this training mission. When you take off. You must constantly be aware of air traffic control and other flights. This positions the aircraft just off the runway waiting for permission to move to the takeoff position.
In this case. Click the Briefing icon on the bottom of the screen. While you are waiting for the simulation to load. If you choose this option. This will start the mission at the point where your aircraft is positioned on the runway. Close the Briefing window by clicking the "X" in the upper right-hand corner.
Listen out for this call-sign. If you want the full realism of climbing into a cold jet and bringing it to life yourself. Alternatively you could choose Taxi. The third section. Page 18 of If you just want to get on with the action. On the runway Throttle Setting: Idle Configuration: Gear down Avionics: In the section labeled "Ordnance.
Then click on the Fly icon in the lower right-hand corner. You've been around doing an external check. Figure 1. If this is your first run through. This takes two clicks to achieve. Set the parking brake.
It will probably take a good minutes to complete the full cold start procedure. Its a little more involved than just turning the key. Ramp Start The ramp start. C The parking brake means you don't have to keep your feet on the toe-breaks. You will be running on batteries until the engine is up to speed.
Its time to get this show on the road.
We will just go through the basics here that gets you started. This lets those around you know that the aircraft is becoming activated. Beware though. To guide you in finding the switches. The first gets you to battery power. Watch out. This is all perfectly normal. Go to the external lights panel B. Some of it will go quicker as you learn where the various switches are. You've kicked the tires and chatted with the crew chief. You will probably hear that power up first.
These will be given in brackets like this C. There are few Page 19 of For example it may read starting at "0. D Now you should have a functioning engine. The gyroscopes will begin to spin up. Now we are ready to attempt to start the engine. To achieve this you will make use of a much smaller jet engine. Press T and select the option "Request Taxi". Using the switches on panel G. Check panel A that trim is reset.
Arm the ejection seat.
Once INS is fully aligned. From panel F. The engine is a big old thing. To get it up to a speed where fuel can be introduced and lit. Don't let it run at accelerated time for long or you may miss your take-off time! Next toggle the idle detent switch on the throttle C or Shift-I.
It clicks over and should drop back on its own eventually. G This helps get fuel moved around the aircraft. You may be needing the EPU if things go bad in the air. We will describe the INS in detail in a later lesson. This causes stored hydraulic pressure to start spinning the JFS. To navigate to the assigned runway. Verify the lights are off. If not. The engine RPM will start to increase. Once on the go. The first line shows status and remaining time.
The alignment takes a while. The RPM needle begins to move D as the main engine starts to spin up. The INS will be fully aligned after about 8 minutes. The INS will be fully aligned when the status reaches " This engine is easily started by hydraulic pressure.
From panel D. Look at panel F to check that no flags are shown anymore on the ADI. When the mission starts. Soon after the cockpit view has appeared. Taxi If you choose the Taxi option. The correct action is to simply wait until the path is clear and ATC gives you order to "position and hold.
ATC gives you instructions to "Taxi". It is important that you do not venture onto the runway just yet. Listen for Cowboy 11 to be cleared for takeoff by ATC. Your callsign for this mission is Cowboy Note that when requesting take-off permission.
Falcon Allied Force Manual | Takeoff | Fighter Aircraft
Flying the assigned departure heading moves your aircraft safely out of the busy airbase environment in campaign. But once in the campaign. Maneuver and stop your aircraft just before moving onto the runway. If they call a "Hold Short" order. Following the "position and hold" order. ATC will conveniently remind you of your taxi instructions.
Page 21 of The next radio call will be similar to "Cowboy 11 cleared for takeoff. At this point ATC will grant takeoff clearance and you are on your way. Take-Off You should now be on the runway. ATC will always give you clearance since there is nothing else waiting to use the runway.
Page 22 of Pay attention to both the centerline of the runway and the airspeed gauge in the HUD. Fly the jet straight down the runway using the joystick or rudder pedals to steer. It requires very small changes to the nose wheel steering to effect the jet's direction. Hold this pitch attitude until the jet flies off the runway. Page 23 of This will happen quickly.
As soon as you are airborne and climbing. When the gear are down and locked. When the gear are in transit either up or down.
Confirm the gear are up by switching to the lower left console D press 4 on the numeric keypad followed by 2 on the numeric keypad. Page 24 of When the gear are safely up. Page 26 of To do this.
Aircraft G is how hard you are turning the aircraft. Turn radius is simply how tight you are turning. That is your turn rate. At knots and above in your F The next time you exit a circular highway offramp. The other factor affecting turn rate and radius is airspeed. Two factors affect both turn radius and turn rate: In older fighter jets. If you pull Gs beyond this limit. Simply put. The more you pull back on the joystick.
Fighter aircraft like the F Fighting Falcon are designed and built for one purpose: Below knots. This airspeed range is called corner velocity. The maximum G you can pull without breaking the jet is called max G. In an aircraft. The first is turn rate measured in degrees per second or how fast the nose of the jet is moving across the sky.
Max G Turn At Corner Airspeed The objective of this training mission is to practice maneuvering the jet in a tight turn. Turning the jet is a very important combat skill. The second characteristic of a turn is radius. There is a direct relationship between airspeed and G and. This increased G will lead to a tighter turn radius and a faster turn rate--most of the time.
F-4 Phantom engines have been pulled from their mounting bolts and dropped into the engine bay due to "over G. Fighter aircraft have a limit to how much G you can pull. In our example above. Turns have two basic defining characteristics which are important to understand. The drag index is determined by what is loaded externally on the jet. This sounds great at first. The extra airspeed then only hurts your ability to turn the aircraft.
The equations for turn rate and turn radius illustrate why this is the case. Above knots. PS is a concept that describes the energy or potential maneuverability of a fighter. These charts are often called "doghouse" charts or graphs. Who says aeronautical engineers have no sense of humor! Page 28 of This airspeed is called corner velocity. This is because above knots. The PS lines that have negative values represent a flight regime in which the jet will lose either airspeed or altitude.
As airspeed drops off below knots. Figure The PS chart shows a series of fluid lines that represent specific energy states of the F at an altitude of There is one other maneuvering concept that I will address before we blast off. The PS lines with positive numbers represent where the aircraft has the potential to gain altitude or airspeed.
Player manuals for to the Falcon 4.0 flight simulator
Why is not as important as knowing that there is an optimum airspeed for turning the jet. The zero PS line is the area of the chart where the jet can maintain airspeed and altitude for a specific G load.
This is not true. These curves describe how well the F will maneuver in terms of turn rate. Turn it off by selecting "No Blackout" in the Simulation setup screen. They will also show you what will happen to your turn rate and radius if you do not turn at the proper airspeed. Note your heading before turning. Pitch essentially equates to aircraft Gs. Page 29 of Figure shows the proper movement of the joystick and the corresponding response of the aircraft wings.
After about 10 seconds. Training Mission Overview This mission allows you to practice a max G turn starting at corner airspeed and note the effects of airspeed and G on turn rate and radius. Follow these steps to perform this maneuver: Press 1 on the top of the keyboard to bring up the HUD Only view. Pull all the way back on the stick to command the maximum G possible. You should see "Recording" in red at the top of the screen to confirm that the recorder is on.
Fly straight ahead for about 10 seconds. This may require you to reduce the Gs by easing off the joystick. Note that the goal is to stay at the corner velocity of knots. The sideto-side movement of the joystick controls aircraft roll. You will use the recording later to review your flight. This mission will be easier to do with blackout disabled. Forward and backward movement of the joystick controls aircraft pitch as shown in Figure Mid-range Configuration: Clean landing gear up.
Figure shows the HUD flight path marker. Since this is a canned maneuver. Page 30 of Figure 8. Keep pulling around the turn. If you pull more than 7 Gs in this turn. You control the HUD flight path marker with the joystick. After your ACMI tape loads. Figure shows what do with the joystick in order to correct a climb or dive during this turn.
Review the mission you just flew by clicking on the last tape in the list and then clicking on the Load button. If the flight path marker is on the level pitch line in the HUD. Satellite Labels: Maximum Page 31 of If it gets above or below this line. Press In most combat situations. ESC and then select "End Mission" to end the training mission. The flight path marker is presented in the HUD to show the pilot where the aircraft is going.
At speeds above knots. During this turn. One last point: Use the small green F icon to rotate your view. Review the turn rate and radius of your turn. Page 32 of Practice this mission until you can consistently execute the turn without gaining or losing more than 2. The turn radius for this turn is approximately 3.
The objective of this mission is to turn the jet at corner airspeed. Use the arrow keys below to zoom in and out. Use the view controls to view the turn from directly overhead. Max G Turn Well Above Corner Airspeed The objective of this mission is to observe the effects of trying to turn the jet at too high an airspeed.
This poor turn rate affects your ability to point the nose. Training Mission 4. If you fly well above corner airspeed. This lesson demonstrates the effects of trying to turn the jet at too high an airspeed. Training Mission 3 set you up to perform a max G turn at corner airspeed. Remember from Training Mission 3 that corner airspeed is the speed at which the jet can make the quickest.
Training Mission Overview In this mission. Clean Mission Description In this training mission. This mission will graphically show why you will get spanked if you fly the jet too fast above corner airspeed in a turning fight.
Figure During this turn. Refer to Figure 35 to use the joystick to correct a climb or dive during this turn. Remember from the last training mission that the flight path marker shows the pilot where the aircraft is going.
You will execute the turn exactly the same as you did in Training Mission 3. The side-to-side movement of the joystick controls aircraft roll. Even though the turn you make is at 9 Gs. Pull all the way back on the stick to command maximum G possible. Page 34 of Front and back movement of the joystick controls aircraft pitch as shown in Figure The turn radius for this turn is approximately 6.
Page 35 of The objective of this mission is to see how flying too fast will adversely affect your turn performance. Maximum Vehicle Magnification: Note the turn rate and radius of your turn. At low airspeeds. This turn rate reduction hurts your ability to point the nose and shoot at enemy fighters. The turn radius is small due to the slow airspeed. Clean Mission Description This turn shows the effect of the F being flown well under the minimum corner airspeed range of knots.
At knots and max AB. At knots. Page 36 of Execute the turn exactly the same as you did in Training Missions 3 and 4. Initial Conditions: Since this is a canned maneuver, you have the luxury of using the HUD to help you make this level turn. Figure During this turn, drag the flight path marker across the level pitch line in the HUD.
Refer to Figure to use the joystick to correct a climb or dive during this turn. The turn radius for this turn is approximately 2, feet, but at knots you can't move the nose at the same rate you can at corner airspeed.
This poor turn rate can get you killed. The objective of this mission is to see how flying too slow will adversely affect your turn performance. Mission 6: In the three preceding training missions, we turned the jet in a horizontal plane; in other words, we stayed level with the horizon while turning.
The Split S maneuver is the first of a series of three training missions in which you will practice maneuvering the jet in the vertical plane. The vertical plane extends above and below the aircraft's current altitude. Since air combat is a threedimensional affair, it is important to master turning the jet in both the horizontal and vertical planes. A big difference between the two different maneuvering planes is the effect of gravity on the jet. If you are turning the jet straight across the horizon in the horizontal plane, then gravity has relatively little.
Figure affect on your turn performance. When you pull the nose up or down in the vertical, however, gravity becomes a player. Figure illustrates "GR," which stands for radial G the G that the aircraft is actually adding to the turn rate and radius equation.
In Figure , the cockpit G at the start of the pull is 5 Gs. Cockpit G is the G being felt and read out on the G meter in the cockpit. At the point the jet is pulling straight up, however, so the effective G or radial G is only 4 Gs. Figure shows that cockpit G is not equal to radial or turning G when maneuvering in the vertical. Notice that the fighter below horizon with his lift vector below the horizon is turning more tightly.
Lift vector is an imaginary arrow that is projected from TR with LV the top of the jet perpendicular to the above horizon aircraft's wings. What is not so obvious is that the fighter turning toward the ground is also moving, or rating, the nose faster. Mission Description Use this maneuver to descend quickly to low altitude. To execute the maneuver, perform the following steps:.
At 7, feet, adjust the throttle to maintain knots. Do not accelerate. Roll the jet inverted. Figure shows this inverted position. Pull full back on the stick to command the maximum G possible. As the Gs increase during your dive, pull the throttle back slightly to maintain knots.
If you are still going too fast, extend the speed brakes by pressing B. Don't forget to retract them when you get to the proper airspeed. The maneuver is complete when the jet is in level flight heading in the opposite direction, as shown in Figure This maneuver is easy to do if you control your airspeed. The common mistake made during a Split S is to ease up on the Gs and accelerate. If the airspeed builds, so will the turn radius--causing you to impact the ground. Figure 7, feet is the lowest altitude from which you can comfortably perform a Split S at knots.
It can be done from as low as 5, feet, but you must be perfect or you will plant yourself into the terrain. After successfully completing the Split S maneuver from 7, and knots, enter the training mission again and fly down to 5, feet and try it from this lower altitude. In addition to experimenting at lower altitudes, you can also vary the airspeed from which you enter the Split S.
For example, you should be able to Split S from 4, AGL at knots, because you have a tighter turn radius at this airspeed than you do at knots. Isometric Labels: Mission 7: This training mission and the one that follows will help you gain more confidence and control when climbing in the jet. Variations of this maneuver are used often in air combat, and it is important to note your entry and exit airspeed and the altitude that you gain during the maneuver. Many of the avionics and systems of the F have been faithfully recreated, and as such the game has a steep difficulty curve.
The game comes with several dozen practice missions which, along with the tutorials in the manual, help familiarize new players with the game. You can also turn down AI difficulty, as well as turn on several options, such as easy refueling, invulnerability, and labels, to help ease you into the game. Allied Force also features a fully dynamic campaign that takes place in either the Korean peninsula, or the Balkans region.
The game tracks the actions of all units on the battlefield in real-time. Destroyed units will stay destroyed, and damaged infrastructure must be repaired before it can be used again. The game draws up battle plans based on current forces and target priorities that the player can override. Your squadron, along with every other squad in the region, is assigned missions that pop up in a menu called the Frag Order.
You can choose which of your squadron's missions you want to fly, and what position in the flight you want to be. Prior to take off, you can change your flight's weapon loadouts, and more advanced players can alter the course waypoints.
This edit will also create new pages on Giant Bomb for: Until you earn points all your submissions need to be vetted by other Giant Bomb users. This process takes no more than a few hours and we'll send you an email once approved. Gameplay Flying Many of the avionics and systems of the F have been faithfully recreated, and as such the game has a steep difficulty curve. Campaign Falcon 4. Scenarios Balkans: Capture Belgrade. Protect all friendly targets in the mission area.
Prevent enemy aircraft from entering through the mission area. Protect friendly attack aircraft in the mission area. Defend friendly rescue helicopters.
Ambush Cap - Down all enemy aircraft in an area free of enemy radar. Sweep - Down enemy aircraft in enemy territory. Intercept - Prevent enemy aircraft from completing their mission. Escort - Defend a flight of friendly attack aircraft from enemy aircraft.
Attack an airbase or radar array.