RAAF Operations Manual v5 & App

8/9/2019 RAAF Operations Manual v5 & App

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_RAAF_ Virtual Squadron Combat Operations Manual.

Written by _RAAF_Firestorm

Document Version 5 with Appendices

01 July 2010

CONTENTS:

Chapter: Topic: Page:1.0 Glossary of Terms 12.0 Executive Summary 23.0 Introduction 34.0 Preparing for the Sortie 35.0 Take off and Forming up 46.0 Navigating Accurately 57.0 Communication and Situational Awareness 58.0 Flight Formations and Pilot Responsibilities 69.0 Bomber Attack Methods 1110.0 Fighter Engagement Methods 1211.0 RTB and Landing 2012.0 The Default Battle Plan 2113.0 Conclusion 2314.0 Credits 2315.0 Appendices 24

Appendix A: Communications ProtocolsAppendix B: Pre-Flight ChecklistAppendix C: Flight Plan Proforma

1.0 Glossary of Terms:

The following terminology is used throughout this document and the associated appendices.Reference is made here for clarity, complete definitions are found in the main body of the text.

Box Formation A bomber formation of six aircraft. Bracket A tactical manoeuvre, also known as an offensive split. Combat Spread Formation A fighter formation of two aircraft flying line abreast. Crossover Turn A 180 degree course reversal, fighters turn into each other. Diamond Formation A bomber formation of four aircraft. Division A flight of four fighters, composed of two Sections. Drag and Bag A tactical manoeuvre, also known as a defensive split. Echelon Formation A close, 45 degree staggered formation. Fluid Four A fighter formation of four aircraft (a Division) combining

Welded Wing and Combat Spread. In-place Turn A 180 degree course reversal, fighters turn same direction. Loose Engagement An attack method where pilots trade roles as attacking /

engaged fighter and covering / free fighter. Section A flight of two fighters (also known as an Element). Section and Stinger Formation A fighter formation of three aircraft.

Tactical (Tac) Turn A 90 degree turn suitable when flying Combat Spread. Vic Formation A bomber formation of three aircraft. Welded Wing Formation A fighter formation of two aircraft flying Echelon.


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2.0 Executive Summary:

This document outlines the Combat Operations Procedures used by Squadron members.These are not compulsory however all members should be familiar with the following concepts:

A standardised system of combat operations assists Squadron members in understandingtheir roles when acting as a member of a team.

Pilots should be present online 15 minutes prior to match start and be familiar with the FlightPlan, the targets, their aircraft, their ordnance and the tactics to be used against the enemy.

The standard circuit for takeoff and landing runs counter-clockwise. To form up efficientlyduring takeoff, the Flight Leader waits till the last aircraft in his flight calls airborne andturns left 180 degrees, all pilots catch up by cutting the turn and fall into formation.

Throttle setting for Flight Leaders in formation is 70% for cruise and 95% max for climb. Flight leaders must advise of a heading or throttle change prior to making it. Navigating using the map and landmarks is best done from high altitude. Flight Leaders

should keep their pilots updated on their position in case the flight is separated. The basic fighter unit is the Section, composed of two aircraft. Two Sections flying together

form a Division, four aircraft total. Bomber flights may vary in number from 2 to 6 aircraft. Standard fighter formations are Combat Spread, Echelon, Section and Stinger and Fluid

Four. Standard bomber formations are the Vic, the Diamond and the Box. Flight integrity is kept through turns using throttle control, side slips and coordinated turns

such as the Tac Turn, the In-place Turn and the Cross-over Turn. Since the Wingman is charged with defensive lookout, he should position himself opposite

the side of greatest threat to the Leader. If bandits are likely to approach from the right, theWingman should place himself on the left to look across the formation toward the threat.

The Flight Leader should assign a cruise altitude for the formation based on the role of theflight, the target attack method, weather conditions and visibility. Generally, the higher thebetter, fighters cruising between just above cloud level to 3000m risk attack from above.

Pilots should advise when they are unable to keep up with their formation and should neverbreak formation without the Leaders consent unless being fired upon.

All pilots should look, liaise and live by systematically scanning the sky for threats. Pilotson the left scan to the right and vice versa. Threats should be called out by stating Position,Altitude, Status, per the Standard Communications Protocols.

Flight leaders must nominate a Welded or Loose attack method, exit headings and rallypoints prior to initiating an engagement or attacking ground targets.

Bombers must stagger attacks by 5 seconds so as not to damage adjacent aircraft. Pilotsshould call their targets on approach so as to avoid bombing the same targets. Followingthe attack, the flight should regroup on a pre-determined exit heading.

Every possible advantage should be secured prior to a f ighter engagement, including beinghigher than the enemy, having superior numbers and attacking out of the sun.

Bracketing incoming bandits is critical in securing an initial tactical advantage in a dogfight. Retaining the element of surprise during the first attack pass on a bandit is critical. Pilots

must hold fire until the enemy is well within gun range. Energy should be retained in a dogfight. Pilots should avoid slowing down to tail bandits but

rather attack and climb, then dive in to attack again. Turn fighting is to be avoided. The covering fighter is offers lookout for the attacking fighter and scans for other (wildcard)

threats. If he calls a bug-out, both aircraft should disengage. If Leader or Wingman can no longer support, they should immediately advise. Both aircraft

should attempt to disengage on their exit heading to regroup. Target fixation is to be avoided, pilots should avoid diving in after a fatally damaged bandits. Climbing with a bandit in chase is to be avoided, pilots should dive to extend or turn into a

bandits attack. On a head on merge, pilots should dive and roll under the bandits nose.

When a Section engages multiple bandits, the fighters should aim to divide the enemy sothey cannot support each other and subsequently focus on destroying one of the two. Know when the advantage is waning and its time to bug out and RTB.


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3.0 Introduction:

A standardised system of combat operations assists Squadron members in understanding theirroles when acting as a member of a team. Each pilot is expected to contribute to the successof the mission before safely returning to base and will thus be relied upon to competently:

Aviate: Know how to fly safely, fly steadily and fly effortlessly. Navigate: Know current position, destination and derived route. Communicate: Know when to listen, when to inform and how to inform. Cooperate: Know how to follow, how to lead and how to do both at once. Annihilate: Know when to fight, who to fight and how to fight.

The concepts described in this document are loosely based on historical military standards withmany adjustments made to suit the virtual environment. While these procedures are notcompulsory, all members should be familiar with the concepts herein.

4.0 Preparing for the Sortie:

All pilots attending a match should be present online at least 15 minutes prior to sortie start for aprompt takeoff. It is expected that each pilot has prepared for the match by:

Being familiar with squadron procedures presented in this manual and appendices includingthe Communications Protocols and the Pre-Flight Checklist.

Reviewing the flight plan issued by the Mission Commander and becoming familiar with thelocation of targets, rally points and airfields.

Being familiar with the aircraft being flown and tactics best employed against the enemy. Being competent in the use of the selected ordnance against assigned targets. Bringing a notepad and pen for use during the sortie.


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5.0 Take off and Forming up:

Note that the standard airfield circuit is flown counter clockwise, all turns are made to the left.When the flight leader takes off late, preceding pilots should enter the circuit and fall intoformation. To do so, they may need to throttle down and side slip to bleed off excess speed.


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6.0 Navigating Accurately:

Arriving at the target on schedule and as planned is the responsibility of the Flight Leader. Hemust navigate accurately while keeping his pilots updated on their changing position in casethey become separated during an engagement. To navigate using the map and landmarks, usethe following procedure:

a) Note the takeoff, target and landing coordinates.b) Determine waypoints using landmarks as stepping

stones.c) Spawn, bring up the map and zoom out till the

sector 10km squares are visible.d) Note the heading on the runway and advise the

direction of turn to first waypoint.e) Takeoff, form up and turn to that heading and look

for the next landmark on the map, comparing it tothose visible from the cockpit. Confirm position bychecking two landmarks between 3 and 9 o-clock.If necessary, climb for improved visibility.

f) Maintain heading on course, trim for straight andlevel flight, watch the slip ball.g) Track flight position and regularly update all pilots.h) Advise of heading changes in advance. Turns

should be gentle and should start just before theturn waypoint to avoid overshooting the flight path.

The diagram on the right is an example of landmarksbeing used as stepping stones for navigation.

Pilots should make active use of a notepad to writedown any additional important information.

7.0 Communication and Situational Awareness:

Use of the Communications Protocols (refer Appendix A) is essential in effective cooperationand particularly important when Flight Leaders liaise over separate channels. Each pilot shouldoffer a Position, Altitude, Status reference when reporting in or calling out threats so goodsituational awareness is important. When airborne, remember to:

Never stop looking around, assume a constant threat, even when in friendly airspace. When alone, never fly straight and level too long, change direction while looking around. Systematically check airspace first upper rear left and right, then use rudder to check

under tail both left and right, then check above, then sides, forward quarters, then repeat. When flying with a wingman, prioritise views and continuously check his rear/high 6.

As most pilots are shot down by the bandit they didnt see, remember to Look, Liaise and Live.


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8.0 Flight Formations and Pilot Responsibilities:

The most effective way of deploying multiple aircraft in combat is through the use of flightformations. Each pilot shares the responsibility of maintaining flight integrity, thereby achieving:

Improved situational awareness and greater defensive outlook. Improved offensive capabilities through the massing of firepower. Greater tactical opportunities through cooperation. Increased levels of survivability.

The type of formation employed is dependant on the role of the flight and the number of aircraftinvolved. Pilots should remain close enough to provide mutual support without spending toomuch effort in avoiding collisions.

a) Bomber Formations - The Vic, Diamond and Box:

To maintain flight integrity:

Flight leaders should advise heading or throttle changes prior to making them. Whenever any pilot begins to drift out of the formation, they should immediately advise. Pilots should never break formation without the Leaders consent unless being fired upon.


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b) Fighter Section Formations:

A Fighter Section (also known as an Element) is a pair of aircraft composed of a Leader andWingman. There are two standard Fighter Formations, Echelon and Combat Spread.

The Leader should decide which formation to use depending on the role of the flight, the attackmethod being employed and the available support from other aircraft or Sections. The followingtable highlights the advantages and disadvantages of each:

Formation: Advantages: Disadvantages: Use when:

Echelon(Welded Wing)

Good offensivecapability.

Improved flexibility inmanoeuvring as aWelded Wing

Poor defensiveoutlook.

Low response timein defence.

Supported by otheraircraft or Sections.

Making first passand certain that noother threats exist.

Combat Spread(Loose)

Good defensiveoutlook.

Good mutual supportin defence, pilots canturn into each other.

Poor manoeuvrabilityrestricted in turnsand reversals (seelater).

In Transit or CAP. Employing loose

engagementmethods (referChapter 9).


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Even though Combat Spread is ideally flown line abreast, greater attention should be given tomaintaining good defensive lookout rather than maintaining a strict formation. The viewpriorities identified in the diagram at the bottom of page 4 apply here.

The Wingman should consider that the further back from the Leader he drifts, the closer he getsto the Leaders blind area. Aircraft with improved cockpit visibility to the rear have much smallerblind areas and thus afford greater flexibility in positioning.

Since the Leader is concerned with Navigation in transit, the Wingman normally has more timeto spend in keeping defensive lookout. He should therefore position himself opposite the side ofgreatest threat to the Leader. If bandits are more likely to be seen approaching from the right ofthe formation, the Wingman should place himself on the left so he can look across the Leadertoward the threat area.

As highlighted above, Combat Spread formation is prone to reduced flexibility and is restrictedin the types of turns and reversals that can be employed. This is due to the separation between

Leader and Wingman which is critical to maintaining a good visual lookout. A greater level ofcoordination is required by the Section as described below:


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c) Fighter Division Formations:

A Fighter Division (also known as a Flight) is a pair of Elements or Sections with three or fouraircraft in total, composed of a Flight Leader, a Section Leader (also known as Element Leader)and their respective Wingmen.

The same principles and considerations discussed above with regard to Section formations,tactical turns and reversals, apply here. Essentially, when all pilots are versed with flying as apair, the transition to working as a flight of four aircraft is straightforward:

The Flight Leader is responsible for assigning a cruise altitude for the formation and he shouldconsider the role of the flight, the chosen target attack method, weather conditions and visibility.The following are rules of thumb:

Fighters assigned to hunt fighters: Above 3500m Fighters assigned to hunt bombers: Above 3500m or just below cloud level Fighters assigned to escort bombers 1000m higher than bombers or below cloud.

Bombers assigned low level attack: Just below cloud level or on the deck. Bombers assigned dive/carpet bombing Above 3000m

Note that fighters cruising between just above cloud level to 3000m risk attack from above.


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9.0 Bomber Attack Methods:

The bomber flight attack method will vary based on the on the aircraft employed, the type oftarget and the ordnance used. All pilots should be familiar with the techniques involved in divebombing, skip bombing, carpet bombing, rocket and torpedo attacks.

Prior to initiating the attack run, the Bomber Flight Leader must designate an exit heading fromthe target area. The bomber flight must break formation at the attack point and stagger attacksso as not to damage adjacent aircraft. Pilots should call their targets on approach so as toavoid bombing the same targets. To minimise the time bombers spend out of formation, thefollowing attack pattern may be employed:


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10.0 Fighter Engagement Methods:

Prior to engaging enemy aircraft, the Flight Leader must position his pilots favourably andsecure every possible tactical advantage, including:

Being higher than the enemy. Height can be traded for speed and vice versa. Keeping the sun behind so as to conceal the attack and achieve surprise. Surrounding the enemy formation, attacking from multiple directions. Outnumbering the enemy aircraft. Being closer to reinforcements than the enemy and having an exit strategy.

If at least two or three of the above advantages cannot be secured, the Leader should avoid theenemy and should instead exit the combat area and attempt to reposition. All pilots are toremain in formation until ordered to attack, retaining flight integrity is essential at the outset.Once the Leader commits to an attack, he must designate an engagement method or doctrine:

Generally, the Loose engagement method is more commonly used by a Section pair as it isbased on the two aircraft trading roles between attacker and look-out. The roles of Leader andWingman become secondary to those of attacking / engaged fighter and covering / free fighter.


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For this arrangement to function effectively, both pilots should be aware of the following criticalissues:

Communication needs to be clear and concise, each should advise when Going In for theattack, when theyre Off the bandit and when other threats are spotted.

Turn fighting is to be avoided, both fighters should retain their energy advantage at all times. Any defensive move by the engaged fighter should be aimed at bringing the bandit in a

position to be attacked by the covering fighter (see below). The covering fighter is more vulnerable to attacks by wildcard (other unseen) bandits. He

needs to lookout for the attacking fighter and scan the sky for further threats. The fighters are most vulnerable when swapping roles, as the attacking fighter disengages

and the covering fighter focuses on the attack and dives in, no one is looking out. The covering fighter usually has a better vantage point and can gauge the situation more

reliably than the attacking fighter, if he calls a bug-out, both aircraft should disengage. If either fighter is no longer able to offer support, they should immediately advise. Both

aircraft should attempt to disengage on a pre-determined exit heading, regroup and return tothe fight from a position of advantage.

The diagram below illustrates some further considerations in tactical positioning that should help

the covering fighter maintain the best possible position for mutual support:


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In contrast to the discussions above, the Welded engagement method denies the Wingman theopportunity to provide defensive lookout, as he is too busy attacking with the Leader. Thismethod is best employed if both fighters have a substantial height or surprise advantage overthe bandits and no other threats are present. The Section could then conduct the first pass as aWelded attack to maximising hitting power and thereafter separate into a Loose engagement.

Alternatively, if additional aircraft are available to provide cover, the engaged Section can affordto remain Welded, as illustrated below.

Division level engagements apply the same tactical considerations discussed above in relationto a pair of fighters. The two Sections effectively fight as two aircraft, each with two sets of eyesand two sets of guns. As above, succinct and accurate communication between SectionLeaders is critical. The Wingmen in this arrangement should remain silent unless advising ofincoming threats.

If either Section finds that they come under attack and cannot offer further support, they shouldimmediately advise and the Division should separate. It is not a prerequisite that both Sectionsdisengage, rather the Wingmen in each Section should then employ Loose engagementmethods in defence. As soon as one Section clears their threat, they should form up and returnto assist the other Section.


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Regardless of the engagement method chosen, the attacking aircraft or Section must considerthat retaining the element of surprise at the first pass is critical. Firing too early will alert thebandit and cause him to break evasively so pilots must hold fire until the enemy is well withingun range.

Ten Steps to Victory:

The foundation for any Loose cooperative tactic is the premise that at all times, one fighter orSection carries the risk of the engagement while the other fighter or Section positions for anadvantage. The following ten steps break down the cooperative process for a Section:

1. Two fighters travelling in combat spread formation, retaining defensive lookout.2. Once a bandit is spotted, the Flight Leader positions his Section for the attack.3. The fighters split and bracket, forcing the bandit to engage one or the other.4. The engaged fighter merges with the bandit, the free fighter climbs to cover.5. The engaged fighter drags the bandit so he can be attacked by the covering fighter.6. The covering fighter attacks and advises when the bandit breaks off or is destroyed.7. If the bandit is destroyed go to step 10.8. If the bandit breaks, the engaged fighter climbs and covers while the free fighter engages.9. The fighters repeat steps 4 to 8 until the bandit is defeated.10. The fighters scan the sky for further threats while rejoining combat spread formation.

Note that the term destroyed could also include disabled. A pilot should never dive after adamaged bandit at the risk of leaving his Wingman behind. It is critical that both fighters are

aware of each others position and are within support range at all times.


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Consider the diagrams below, illustrating the Bracket and the Drag and Bag. A separation bythe Section forces the bandit to commit to a target and exposes him to attack by the free fighter.


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In executing the above tactics, survival of the engaged fighter is critical. The illustrations belowsuggest methods for safely merging with a bandit, and breaking into the attack.


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When dragging a bandit, a shallow dive helps to achieve adequate separation and keepoutside a bandits effective gun range. Climbing is dangerous, as illustrated below:


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When a Section engages multiple bandits, the fighters should aim to divide the enemy so theycannot support each other and subsequently focus on destroying one of the two:


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11.0 RTB and Landing:

Once the mission objectives are completed, the flight leader should call for a Return to Base. Apre-emptive RTB may sometimes become necessary and a good flight leader should be wary ofand recognise this point which may be caused by low fuel or ammunition by one or more pilotsor loss of the combat advantage.

All pilots are responsible for maintaining instrument checks and knowing when their aircraft areno longer combat capable. When the order to RTB is given, pilots should focus on exiting thecombat area in a safe manner while retaining flight integrity and mutual support:

The flight leader needs to nominate an exit heading or rally point for a regroup. Ideally, thisis determined at the briefing stage, or at least prior to entering the combat area.

All pilots continue covering each other while exiting on the nominated heading. If being chased, pilots should advise so that their wingmen can cover their tail or perform

any of the engagement tactics outlined in Chapter 9 above. Evasive manoeuvres such as the Split-S should be undertaken as an emergency if

warranted to evade enemy aircraft in close pursuit.

Assuming the flight regroups and returns to base, an ordered landing pattern can assist inrecovering aircraft quickly:


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12.0 The Default Battle Plan:

The following Default Battle Plan serves as a starting point to assist Match Commanders toformulate their strategy for any combat scenario. In most cases, no further planning may berequired other than assigning rally points. This simplifies the briefing process and savespreparation time. The Default Battle Plan emphasises the need for teamwork and concentrationof effort to achieve localised air superiority.

Operational Planning:a) Assign a Mission Commander.b) Assign two Flight Leaders.c) Assign Section/Element Leaders for fighter flights.d) Assign Wingmen.e) Assign first Flight as a Fighter Sweep.f) Assign second Flight as Ground Attack.

NOTE - First four pilots to arrive take up slots in flights 1 and 2, each being a flight leader and awingman. As more pilots arrive they are distributed evenly with 4 pilots max to a fighter flight.

The typical arrangement for multi-role fighter and bomber flights is illustrated below. Bomberescort is provided on the premise that the best protection is offered by a Fighter Sweep, aheadof the Bombers. If additional Fighters are available, these should be positioned as top cover.


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Strategic Objectives:a) Achieve localised air superiority over the target area.b) Destroy enemy ground targets.c) Where possible, drive the fight to enemy airfield, use offence as defence.d) Defend own assets.

NOTE - Commanders should focus on concentrating efforts and avoid spreading thin over thebattlefield. The objectives above should be completed in order. If there are too many tasks(attack two targets and defend own assets for example) then there should be a combined effortin completing one of these tasks before moving on to the next. Defence should be seen as areactive secondary consideration, as it places the first move in the hands of the enemy.

Tactical Deployment:1. Match Commander assigns a rally point for regroup so that pilots can re-engage in strength.2. Fighter Flight takes off, heads to front line and climbs to Angels 12 for height advantage.3. Bomber Flight takes off, forms up and heads to target, climbing to Angels 12.4. Fighter Flight intercepts bandits, pilots focus on staying alive to keep the enemy occupied.5. Bomber flight waits till fighter flight has engaged and initiates attack runs.6. Bomber Flight Leader calls an exit heading for bomber regroup and advises Fighter Flight.

7. Fighter Sweep escorts Bomber Flight home as available. Both flights RTB.8. Repeat points 1-7 until Ground Targets are destroyed.9. Repeat points 1-7 but target enemy airfield.10. Once Ground Targets are destroyed, employ all as Fighters, drive the fight to the enemy.

The diagram below depicts the application of the Default Plan and illustrates the points above.A strike target is selected and prioritised, a CAP point is assigned for the Fighters and a rallypoint is assigned for the bombers. The Exit heading from target assists in Bomber re-group:

Timing and succinct communications are the keys to success. Flight Leaders need to keepeach other updated on status and progress, the bombers need to time their attack runs whenenemy bandits are pre-occupied.


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13.0 Conclusion:

All _RAAF_ members share in the experience and the pleasure of the cooperative onlinecombat environment. The competence of each pilot correlates with the operationaleffectiveness of the squadron as a whole and impacts on the level of enjoyment experienced byall team members.

If you aviate, navigate, communicate, cooperate, you will never fail to annihilate the enemy.

14.0 Credits:

Many thanks to the R&D team, _RAAF_Toumba, _RAAF_Mini, _RAAF_Prang.Thanks for the support and feedback, _RAAF_Steppie, _RAAF_Smouch, _RAAF_Furball.Thanks for assisting in testing, _RAAF_DJMick, _RAAF_Aussie, _RAAF_Fox, _RAAF_Darby,

_RAAF_Angel, _RAAF_Wolf, _RAAF_Seafarer.Thanks for inspiration and feedback, [Angels]Bard.

This is an ongoing work and subject to further development. In the words of the Fighter Pilotwho changed the art of war, Lt.Col. John Boyd USAF retired,

Dont let your doctrine become dogma.


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15.0 Appendices:

Appendix A:

_RAAF_ Virtual Squadron Communication Protocols.


Document Version 4July 2010

CONTENTS:

Section: Topic: Page:1.0 Executive Summary 12.0 Introduction 23.0 Directing Communication Between Pilots 24.0 Directing Communication Between Flights 25.0 Confirming Information Receipt 26.0 Brevity Codes 37.0 The Phonetic Alphabet 48.0 Status Referencing 49.0 Contact Referencing 410.0 Direction and Position 511.0 Spawning on Aircraft Carriers 512.0 Application of Essential Comms Keeping it Simple 613.0 Important Points to Remember 6

1.0 Executive Summary:

This document outlines the online Communications Protocols used by _RAAF_ members. Thissystem is not compulsory however all members should be familiar with the terminologies.

The standard communication format is . Cross-channel communication by flight leaders is initiated by the sender. The standard

format is . Confirmation from the recipient isrequired before the message can continue. Cross-channel comms takes priority over In-channel comms.

The terms Roger / Copy / Go Ahead apply in confirming an information transfer. The terms

Say Again / Stand-by / Unable apply in advising of a comms failure or non-compliant status. Use of the Phonetic Alphabet and Brevity Codes facilitates efficient transfer of information. The standard status reference format is . The standard contact reference format is

between sender and recipient within formation or between sender and recipient not in formation.

During Essential Comms, airways are reserved for critical and brief information transfer.Think about what you want to say before saying it.

No swearing, be polite and patient, pull up any member breaking these rules. If someone is waiting for an answer, do not change the subject or ask a different question

until the first question is answered.

The CO and in his absence, the XO have comms priority.


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2.0 Introduction:

A standardised system of communication minimises the time taken to accurately relayinformation between pilots and Flights during virtual, on-line combat. The system describedherein is loosely based on military standards. It is not compulsory to use this system however itis recommended that all participants become familiar with the concepts herein.

3.0 Directing Communication Between Pilots:

The recipients call sign precedes any information transfer. The standard format ofcommunication is . In the examples below, the senderscall sign is Flamer, the recipient is Mouse:

Mouse, Flamer here, bogey incoming 3-oclock High.

Or in a more urgent situation:

Mouse check six, break hard right.

4.0 Directing Communication Between Flights:

Cross-channel communication between Flights is conducted by the Flight Leaders only. Tofacilitate, the sender requests open airways using the term Cross-channel . The standardformat is . A response is expected from the recipientfor the message to continue. Example:

1) Mouse, Cross-channel, Flamer here. 2) Copy Flamer. 3) Bombers are Mission Complete and RTB.

Cross-channel communications take precedence over all other communications. Flight Leadershave the right to interrupt comms within their own channel to facilitate an information transferbetween Flights. For example, If Mouse is not ready to receive:

1) Mouse, Cross-channel, Flamer here. 2) Standby Flamer.

(Pause in cross-channel comms while Flamer ends his in-channel comms),3) Flamer, Mouse here, go ahead. 4) Bombers are Mission Complete and RTB.

5.0 Confirming Information Receipt:

The recipient should offer confirmation that information has been understood or an instruction isbeing followed. The following communication standards apply:

Roger: Information received and understood. Copy: Instruction understood and being followed or proceed to next message. Go Ahead: Channel open, comms clear, proceed with message

Where a recipient failed to receive information or is currently not in a position to respond or actas instructed, the following communication standards apply:

Say Again: Information not understood, please repeat Stand By: Information received, not in a position to respond, please wait. Unable: Instruction received but cannot comply at present.


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6.0 Brevity Codes:

The following codes succinctly convey complex information. Historical alternatives exist forsome terms (shown in brackets). Use of alternatives is not prohibited, nor discouraged:

Airborne: Safe takeoff, in a steady climb, gear and flaps retracted. Altitude: Height in thousands of feet or metres. (Angels) Bandit: Aircraft identified as enemy. Bail Out: Ejecting from a disabled aircraft. Bingo Fuel: Fuel close to being expended, must return to base. Bingo Ammo: Ammunition expended. (Winchester) Blind: Lack of visual acquisition. (No Joy) Bogey: Unidentified aircraft. (Contact) Bombs Away: Payload released, also use for torpedoes, rockets, drop tanks. Bracket Conduct an offensive split against an incoming bandit. Break: Turn hard to avoid attack, can specify direction left/right. Breaker: Cease all communications, urgent relay forthcoming. Bug Out: Disengage with the intent to regroup or RTB. CAP: Combat Air Patrol over a specified location.

Check Six: Warning, bandit on tail. Circle: Maintain a banked turn over a specified area. (Orbit) Clear: No threat evident or Bandit has disengaged. Co-level: Subject aircraft at same height. Cover: Provide support of friendly units. Disengage(d): Ceasing combat manoeuvring with an opponent. Dive(ing): Decreasing altitude rapidly, with the intent to attack or extend. Drag(ging): Being pursued by hostiles. Drag and Bag Conduct a defensive split against pursuing bandits. Engage(d): Combat manoeuvring with an opponent. Extend: Manoeuvre with the intent to increase separation. Feet Wet / Dry: Currently positioned over water / land.

Form(ing) up: Take up formation (Box, Vic etc) or report position in formation. Friendly: Aircraft identified as friendly. Go Loose/Welded Employ an engagement method, per standard Operations. Going In: Initiating attack run on target. (Tally-Ho) Going Up: Disengaging, climbing to regain energy after attack. (Zooming) Going Down: Aircraft hit, disabled or destroyed, referenced to Self or a Bandit. Heading: Current trajectory in degrees with zero degrees being North. High: Subject aircraft at a greater altitude. Idle: Current status is passive or engine throttle at 0% ID: Identification of a Bogey into a Bandit or Friendly. Incoming: Warning, subject aircraft approaching, possible hostile. Low: Subject aircraft at a lesser altitude. Numpad: A position reference based on the keyboard numpad see below. Oclock: A direction reference based on a round clock face see below. On Final: Lined up on approach for landing, clear airspace and runway. On the Deck: Flying close to the ground. Power Cruise: Throttle 60-70% for best endurance and/or form-up. (Saunter) Power Max: Throttle 100% (95% for leader) for max performance. (Buster) Recon: Short for reconnaissance. Rolling: Accelerating for takeoff. RTB: Returning to base. (Pancake) Scramble: Takeoff Immediately. Scratch That: Cancel last communication or instruction, situation has changed. Spawn(ing): Beginning a sortie by appearing at a spawn point. Splash: Target Destroyed. Turn Take new heading, specify Tac, Cross over or In-place turn. Visual: Visual acquisition of bandit or bogey. (Tally)


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7.0 The Phonetic Alphabet:

The purpose of assigning phonetic code words to the letters of the alphabet is to facilitateintelligibility of information over communications systems where consonants do not translateclearly. For example, the letters M and N can be mistaken for each other when pronouncedsingularly over radio, however the distinction is easily made by their phonetic counter parts aslisted below:

A: Alpha H: Hotel O: Oscar V: VictorB: Bravo I: India P: Papa W: WhiskeyC: Charlie J: Juliet Q: Quebec X: X-RayD: Delta K: Kilo R: Romeo Y: YankeeE: Echo L: Lima S: Sierra Z: ZuluF: Foxtrot M: Mike T: TangoG: Golf N: November U: Uniform

8.0 Status Referencing:

When reporting the position and status of his aircraft or his flight, a pilot or wing leader shouldbe as concise as possible. The standard status reference format is and includes the following information:

A grid reference with Phonetic Alphabet pronunciation of letters, eg. Bravo 2 A numpad reference, splitting the grid into nine sectors per a keyboard numpad. An altitude reference, eg. 2000 metres or 6000 feet or Angels 6. A heading, condition or intent, eg Heading 270 or Engaged two bandits or RTB.

Combining these, a typical communication between two pilots would be as follows:

Mouse, Flamer here, report status. Flamer, Mouse in Charlie 6 numpad 7 Angels 10, going Feet Dry, RTB.

Which translates to:

Flamer this is Mouse, Im in the top left corner of grid C6, at a height of 10 thousand feet (or meters), crossing the coast now and heading for our home air field to land.

9.0 Contact Referencing:

When reporting the position and status of a Contact , Bogey or Bandit , a pilot must present theinformation as appropriate for the receiving party:

A. Recipient and sender are in formation: The standard contact reference format is and includes the following information:

A directional reference based on a round clock face, ie 12 oclock being straight ahead,3 oclock being to the right side, 7 oclock being to the left side rear etc.

A relative height description, High , Low , or Co-level per the Brevity Codes above. Any condition that may be appropriate such as Incoming or Diving to warn of an

impending threat.

Combining these, a typical communication from a wingman to his wing leader, having

spotted a distant unidentified aircraft that is approaching would be as follows:Flamer this is Mouse, bogey 8 oclock high, incoming.


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B. Recipient and sender are not in formation: The standard contact reference format is and includes the followinginformation:

A grid reference and a numpad reference (if known), for the contact as described above. An altitude reference, for the contact as described above . A status for the contact (if known), eg Heading East or Circling. The intent or a course of action being followed by the sender (if any).

Combining these, a typical communication from one Flight Leader to another, havingspotted three distant aircraft could be as follows:

1) Mouse, Cross-channel, Flamer here. 2) Copy Flamer. 3) Escorts have three bogeys heading north in Foxtrot 4 numpad 9, Angels 3, were going

in to ID.

Note that as shown above, Status or Contact Referencing is generally described in the thirdperson, with the senders call sign or Flight designation preceding the description.

10.0 Direction and Position:

When referencing a Heading , Oclock direction or a Numpad position as described above, thefollowing compass rose is used. Note that the Numpad reference is for position only and not tobe used for a direction call:

11.0 Spawning on Aircraft Carriers:

To avoid spawn collisions, a carrier deck spawn area should always be considered full. Do notspawn unless the following procedure is followed:

1. Request clearance: Mouse requesting deck clearance.

2. Any traffic on Carrier Deck should advise: Traffic on carrier, standby. 3. Once traffic is clear, last on deck should advise: Carrier clear. 4. Or, if no response received in 5 sec: Mouse Spawning.


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12.0 Application of Essential Comms - Keeping it simple:

When Essential Comms are active during matches or training sessions, discretion should beused when deciding if transmitting information is appropriate at any time, based on relevanceand urgency. Generally, limit comms to critical, brief transmissions and advise when:

Spawning, Rolling for takeoff and Airborne. On Final approach for landing. Flight leader is changing Heading , or engine Power . Formed Up with a flight leader, specify side. A Bogey is spotted and when ID is made as a Bandit or Friend . A Check Six or Break is required to counter an immediate threat. Dragging a bandit and assistance is required, call this before its too late. Scratch That when it becomes too late for help or when the situation changes. Going In for an attack, or Engaging a Bandit , call your target if need be. Clear off a target or Disengaging a Bandit . A Bandit is seen to have Disengaged or Broken off an attack. A Bandit is Splashed or a ground target is destroyed. Bugging Out or RTB .

Using Brevity Codes is not compulsory, and alternatives may be employed which convey thesame meaning. For example, Out of Ammo may replace Bingo Ammo or Torpedo Away may replace Fish in Water , but a distinction needs to be made between some other termssuch as Bandit and Bogey per their definitions. Using the term Contact instead of Bogey could (in modern scenarios) be misleading, as the former refers to a radar or sensor detection.

Saying Bee-5 instead of Bravo 5 may be acceptable but using the Phonetic Alphabet isrecommended where grid references on the same map are easily confused. For example, Tea 2 may easily be mistaken for Pea 2 , so using Tango instead of Tea is appropriate.

13.0 Important Points to Remember:

Follow the instructions for Teamspeak (Voice Communications) Installation and Setup(click on link)

Advise when entering or departing comms or changing a channel. Advise when leaving the keyboard or taking a break. Join the channel that is appropriate for the game or role that you are playing. No swearing, be polite and be patient, your message may not have been received and

your question may not have been heard. If in doubt, Say Again . Politely pull up any member breaking the RAAF rules - swearing, etc. Don't ignore people - if they don't "Hi", you should. While not flying or during fun games, idle chat, jokes, etc are good. Idle chat and jokes are not appropriate during Essential Comms (see above). Think about what you want to say before saying it and keep it as brief as possible,

determine if you actually need to say it? If someone is waiting for an answer, do not change the subject or ask a different

question until the first question is answered. Cross-channel comms has priority over in-channel comms, finish what youre saying

quickly or stop speaking to accommodate. Do not start a new transmission until flightleaders have completed theirs.

Sometimes voice comms are not available so to facilitate better chat bar comms, have3 lines of chat visible in IL2FB by clicking & dragging on the bottom line of the chat bar.

The CO and in his absence, the XO have comms priority, Rank has its privileges. We all have a responsibility to pull each other into line on the above but it is understood

that disconnections (and tiredness) contribute to discrepancies.


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B

Appendix B:

_RAAF_ Virtual Squadron Pre-Flight Checklist.


Document Version 2

January 2009

Use the following checklist to expedite the load-up, briefing and arming procedure and tominimise the risk of accidents during takeoff:

ITEM: Status:Pre-load:1. Background programs -> Closed.2. HOTAS -> Active, profile loaded.3. TrackIR -> On, profile loaded.

Once loaded:4. General / Army briefings -> Note rules, select base, note markings & targets.5. Aircraft / arming -> Aircraft selected (In coop, note pilot / aircraftahead).6. Loadout & Fuel -> Set per briefing or to suit sortie.7. Markings -> Set Nationality, Squadron & assigned ID.8. Weapon convergences / delays -> Set (bombs to 2 sec min).9. Spawn -> Advise [Callsign] Ready, press Fly.

(In a coop, dont press Fly unless given go-ahead) .

Once spawned:10. Advise -> [Callsign] Spawned.

11. TIR -> Centered.12. HOTAS / Trim -> Neutral, Rudder trim set to takeoff.13. Throttle -> Idle.14. Fuel mixture -> 120% (if available).15. Engine(s) -> Started (separately if multiple).16. All engines -> Select all (if multiple), allow RPM to settle.

Check clearance ahead:17. Canopy & seat -> Open & raised (if possible).18. Chocks -> Away (if necessary).19. Wheel brakes & rudder -> Full right apply and hold.20. Throttle -> 20-30%, allow nose to yaw 10 degrees right.

21. Throttle / rudder / wheel brakes -> Idle / neutral / released.22. Runway / tarmac -> Check ahead, clear for taxi / takeoff.

Takeoff:23. Flaps -> Set to takeoff.24. Tail wheel -> Locked.25. WEP / boost -> On.26. Advise -> [Callsign] Rolling.27. Takeoff -> Throttle 110% (gradual), apply rudder & elevator.28. Gear & Flaps -> Raised when airborne & ascent stable.29. Advise -> [Callsign] Airborne.30. Tail wheel -> Unlocked.31. Fuel mixture -> 100% or per aircraft specs for best climb.32. Prop pitch -> Set per aircraft specs for best climb.


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Appendix C:

_RAAF_ Virtual Squadron Flight Plan Proforma.

Written by _RAAF_Stupot

Document Version 2

June 2010Date Mission Name Opposition We Are

Red / Blue

MissionObjectives

Our Aircraft

OpposingAircraft

Flight Leaders

Flight Role

My Flight Leader (Shading Represents Pairs)

Pilot

Plane ID

Sortie 1 Sortie 2 Sortie 3 Sortie 4

Strike Strike

CAP CAP Escort Escort M

i s s i o n

T y p e

Hunt Hunt

Mi s si on

T y p e

Aircraft Aircraft Fuel Fuel

Ordnance Ordnance

Plane Notes Plane Notes

Takeoff/RTB Takeoff/RTB

Rally Point Rally Point

Target Target

WP1 WP1

WP2 WP2

WP3 WP3

WP4 WP4 Sections in regular text to be filled in by Match Commander Sections in italics to be filled in by

Documents

RAAF Operations Manual v5 & App