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Air Mission Tactics and
Procedures in WWIIOL In the spirit of a little something for everyone, I wanted to talk about the issues around the control and command of air units before and during missions. This particularly applies to bomber groups, but is certainly relevant to fighter squadrons as well. The difficulties in coordinating ground forces are nothing compared to the art of air command and control, and in an online game, the successful outcome of missions will largely depend on how coherent the players are in the air. In this article I will share some acquired wisdom from playing multiplayer flight sim games. My experience stems mostly from LAN based campaigns using the modern flight sims Jane's Advanced Tactical Fighter, but the principles of modern jet combat are founded on the experiences in World War II, so I believe my experience is still relevant. I know the embryonic WWIIOL community is already well populated by War Birds veterans, however I am sure that even they will find something useful in this article. This article's main purpose is to give people who have never played in a multiplayer flight sim a bit of a taste of what its like, and some basic tips to reduce the "newbie" effect. It's also useful to those who are planning to run an air squadron and plan air missions for WWIIOL.
First thing's first. Before
you kick the tires and light the fires, you MUST have a briefing. And
the definition of briefing is BRIEFing (as in short and sweet). People
joining an air mission mid-way may or may not have a chance to know what
the target is, but a well prepared squadron leader will have a little
blurb to describe the main highlight of the mission as people join. This
is not so important for the gunners and other crew that may join your
flight on route to the mission objective, but is vital for anyone piloting
a plane. Posting a brief description of the mission without naming the
target will be helpful to anyone shopping for something they can handle.
The briefing should also include the length of the mission, because this
will be a major consideration for people joining mid way. In general,
you don't want to have people coming along to only fly part of the mission.
You want people who are going to go all the way and complete the mission
from chalk to chalk. Mission scoring will likely include returning home
intact as a factor in mission success, so you don't want people who are
going to be half-assed on your mission. Here is a brief description of the typical air missions carried out in World War II. CAS: Close Air Support. This is an attack against ground targets in coordination with friendly ground forces. This is also called Tactical Air Support. It usually includes close cooperation with ground controllers (like artillery spotters), and requires the most skill in coordination and teamwork, because of the substantial risk of hitting friendly ground forces. A CAS mission briefing will usually include a mention of the forces involved in the ground battle to be supported, both friendly and enemy, so that pilots can discriminate between ground targets. Mentioning the fact that the enemy force includes tanks helps the pilot make an attack decision when he sees tanks in the area. Stuka crews will be heavily involved in CAS missions. CAP: Combat Air Patrol. This is a fighter mission, involving a patrol around a set of navigational waypoints, for the purposes of intercepting hostile forces. It's a very basic mission that requires little planning. INTERCEPTION: This is a time sensitive mission requiring the rapid deployment of fighter forces to intercept and destroy an incoming enemy force. Interceptions are difficult because they require the pilots to take off and assemble quickly, get to target altitude with the minimum of wasted time, and then catching the enemy force with the assistance of ground control radar operators. It requires immense skill, and my prediction is that it will become an art form in WWIIOL. INTERDICTION: Interdiction is the denial of movement to enemy ground forces by attacking a terrain choke point, like a highway, bridge, pass, or railroad. This is often a time sensitive mission, requiring that the attack be successfully carried before the enemy ground forces have crossed the choke point. Interdiction may also involve the denial of a supply route through the destruction of road infrastructure. Sometimes Interdiction missions are round the clock bombings of a stretch of road, requiring multiple back-to-back sorties by the same group. Interdictions may also involve the patrolling of a stretch of road or region for targets of opportunity. STRIKE: A bombing mission. This involves the destruction of a ground target, and the target type is important to mention in the briefing. Hard targets are structures, bunkers, runways, factories, or any sort of fixed installation. Soft targets are infantry, vehicles, parked airplanes, supply depots, or any sort of temporary assembly of men and materiel. Naval Strike missions are different from Ground Strike missions, and perhaps will be covered later in another article. Strike Missions are greatly assisted by reconnaissance, and any photos (screenshots) of the target and target area will help the planning and execution of the mission. Bombing missions almost always include a Primary and Secondary target. The Primary target is the main goal of the mission. The secondary target is only attacked if the primary target cannot be reached, the formation gets lost, or for some reason or another the mission cannot be completed. The decision to attack the secondary target belongs to the squadron leader only. Planes that are separated from the main formation due to damage or getting lost often are assigned the secondary target as a backup, but this should be decided before the mission starts. MISSION ORDINANCE I am not certain how the loading of ordinance is going to be handled, but I doubt that pilots will be able to pick their own loadout. Either way, everyone should be clear on the type of ammunition, bombs and/or extra fuel that will be carried. The choice of the type of ordinance largely depends on the mission, but it should be clearly described in the briefing. Pilots should be familiar with the type of ordinance used, otherwise they risk being of little use. Some types of bombs and ammo require very specific knowledge on their respective characteristics, so make sure that everyone who is going on the mission knows how to use the ammo being brought along. Some basic knowledge such as the differences between armour piercing and incendiary is par for the course, so if you have people who are new to the concept, take the time to find out who needs a little extra explanation before you fly. Remember there will be a lot of newbies in the game, don't shut them out. Take the time to go over basic military concepts before you find out the guy has no idea how to drop a torpedo. Otherwise you will get frustrated with people dropping the wrong ammunition on the wrong targets. Newbies are often reluctant to pipe up because they are afraid of being ridiculed. A good squadron leader makes the new faces feel comfortable. MISSION LENGTH The mission length is largely dependant on the distance from the target(s) and the amount of fuel carried. Other factors may intervene, such as weather, but I doubt that these factors will be modeled in such detail. Either way, make sure everyone understands the limitations of the mission based on the distance and the fuel. Make them understand how the amount of ordinance carried plays into this, so that they can make fuel conservation decisions in the event of an emergency. Planes that run out of fuel because of errors in navigation or oversight are as dead as if they were shot down. The enemy doesn't care how the plane goes down. Make sure people understand the time commitment the mission requires as well, so that people can plan to take the time off and fly the entire mission. People who are unaware of this will log-off mid-mission and leave you in the lurch. FLIGHT CONDITIONS This includes cloud cover
and day/night conditions. Sometimes the sunrise/sunset time is important
to know (due to the fact that flying into the sun blinds your view). I
don't think that winds will be a factor, but if they are these conditions
should also be included because of their great effect on fuel and time.
INTELLIGENCE Any intelligence about the target that is significant to the successful performance of the mission should be mentioned at this point. This includes ground defenses, such as fighter groups, Flak, balloons, AAA, smoke screens, jamming etc…This includes discussions about new enemy fighter classes and targets, and new weapons. It may also be helpful to discuss ditching choices and emergency flight paths for aircraft that are damaged. It never hurts to talk about the strategic situation, and the significance of the mission to that situation. People like to know how they are making a difference. FORMATION AND LEADERS Setting up the formation of the squadron before flight is essential. Everyone should know what their position is, and basic formation doctrine. I know that there are many different formations in real life, but in computer flight sims there is usually only one practical formation (unfortunately). The difference between real formation flying and sim formations is that a real pilot can look from side to side with ease, without even turning his head. The computer pilot has a limited, and often fixed view directly ahead. Sure there are view keys that allow you to look to your sides, but try maintaining a tight formation with your friends using the view keys for 5 minutes and you will see the handicap. This makes flying in formation difficult and dangerous in any type of formation except Line Astern Low. Line Astern should be called the "Flight Sim Formation" as far as I am concerned. Whatever formation you decide to use, pair off everyone in your squadron with another pilot. It's a good idea to pair off a newbie with an experienced pilot. This is the German WWII system that every modern airforce uses today. The wingleader flies in front and concentrates on looking out for targets, the wingman follows his every move and protects his 6 o'clock, making sure that no one slides into position behind him during combat. This system is tried, tested and true…ignore it at your own peril. Each group of two pilots is then paired with another group, to form 4 plane "wings". Then you arrange the wings together into the formation of your choice. My experience is that larger formations than 4 planes are unmanageable and dangerous (See Operational Accidents). Each plane in the wing is
numbered based on his position and rank from 1 to 4. Thus the wing leader
is 1, his wingman is 2, the 2I/C is 3 and his wingman is 4. Name each
wing using numbers or a name, it doesn't matter which, but they key is
to stick to the designation during the mission. This is to make it easier
for the squadron leader to manage his team. He can thus call out to specific
aircraft and groups of aircraft simply by using their wing and position
number. He doesn't have to know who is flying the plane, or ask who is
in charge. This saves precious time in combat. Formations: Formations are important to prevent mid-air collisions and organize people into fighting groups. In order to illustrate the formation, I used numbers corresponding to the Wing system I described above. All formations have a "Left" and "Right" configuration, indicating on which side of the leader the other planes line up on. All of the following illustrations are in the Formation Right configuration, the default (so if the leader doesn't mention which side he wants the formation on, assume its right) Line Abreast (right): Very basic, everyone flies side-by-side. 1 2 3 4 Echelon (right): This formation looks like a diagonal line. 1 Line Astern: This is the easiest formation to maintain for online pilots. 1 Wedge (right): A variation on the Echelon. Also called "Finger Four". 1 Stacking: Stacking is the altitude that each aircraft in a wing takes in relation to each other. High stacking means that each plane after the leader flies at a slightly higher altitude relative to the next plane. The planes form a bit of a ladder when viewed from head-on. Level Stacking means that all planes fly at the same altitude in the formation, and low stacking is the opposite of High, with each plane taking a lower altitude relative to the next in the formation. I strongly recommend that online pilots adopt the Line Astern Low formation as the standard, because it is easier to keep an eye on your leader when he is in front and slightly above you. Spread: This defines the proximity to each other in a formation. Tight spread means about 100 feet of spacing between planes. Standard Spread is about 300, and Combat Spread is about 500 feet. Combat spread is usually adopted by bombing formations just before entering a flak zone. The exact distances between planes is not written in stone, and each squadron can have their own definition of the exact spacing for the three types of spread.
Every mission will require a mission commander. However, more complex missions may require the assignment of a Lead Navigator or Lead Bomber, depending on the type of plane. The function of these individuals is to increase the chances of the mission's success by the assigning the responsibility of getting the flight to the target, and hitting it, to one individual, usually the most qualified bomber/navigator. The lead navigator guides the entire squadron through the flight plan, and if the formation gets lost he is responsible for getting them back on track. The critical job of the lead navigator is to make the call for formation turns at each waypoint (See Flight Plan below). Whenever the flight plan calls for heading change onto a new leg, the lead navigator has to get on the radio and tell all the planes in the formation to turn on his signal. The second critical job is to make sure than the entire formation is on the correct heading for the bomb run. Getting on the bomb run vector is a difficult and precise art, and if you miss, you will go through a hell of flak for nothing. The Lead Bombardier's job is much more simple, basically he gives the signal for the entire formation to drop its bombs for maximum impact. The lead bombardier is the final arbiter on whether the target can be hit or not. FLIGHT PLAN The mission flight plan should include exact details on each leg of the mission, from takeoff to landing. A leg is a portion of a flight in a straight line. The total flight plan is made of several legs connected by waypoints. Very few missions will involve flying directly from the airstrip to the target. Flight plans often zigzag and take indirect paths to confuse the enemy about your real target and to avoid Flak defenses and/or fighter airstrips. Each leg of a trip should include a compass direction (from 000 to 360), an altitude and a target speed. The typical flight plan should include the following basic legs: Takeoff to Assembly Point: Assigning a takeoff order to your squadron really helps limit confusion. Takeoff orders should follow the position each pilot is supposed to take in the flight formation, thus the lead plane takes off first, and then his wingman, then No. 2, his wingman (and so on and so forth). Either way, if you have everyone taxiing off the runway at the same time you are going to have what they call an "Operational Accident", and the enemy will be laughing at your incompetence. Assembly is in principle a very basic concept, but in practice can be the more frustratingly difficult part of the mission. Getting everyone in the right position, up to the right altitude and the right speed requires a little discipline and skill. The first plane that takes off should do a clockwise circle pattern around the airfield at low throttle and low altitude. The second plane then just has to find the first and form up. The low speed circling should continue until everyone is airborne and assembled in the proper formation. Either way ensure you sort everyone out before you start the mission. Out Transit: However direct your path to the target is, make sure all waypoints have clearly indicated altitude and compass direction, as well as time targets/speed (Time might have to be "real" time as opposed to game time). Avoid unnecessary flight over enemy territory, and if possible avoid Flak concentrations. Remember that aircraft will be considerably slowed down by ordinance and fuel on route to the target. Ingress: Ingress is the final vector the squadron takes before lining up for the bomb run. It's a last chance to correct navigational errors, confirm that you are at the right location, assign targets and get your head together. Ingress should not be plotted over known Flak. It also should be the final leg for climbing/descending to attack altitude. Bomb Run: This is the attack plot directly over the target. Straight and level, baby. Egress: The start of the Egress waypoint is plotted a few miles out from the target, to give everyone time to handle the new speed (no more bombs) and check the bomb damage. Egress is plotted directly away from the target and Flak, if possible. Try to line up the Egress vector with a direction that points close to home. Flight Home: The return home leg(s) doesn't have to be as indirect as the Out Transit, since the enemy already knows what you are up to. However, fighter squadrons will still be trying to block your way home so don't be too obvious about your return trip. Remember that the aircraft have less fuel and no bombs now so you can climb higher and fly faster.
CALLSIGNS AND COMMUNICATION DISCIPLINE Target types, as well as
locations, are usually given codenames (callsigns), used for transmission
during the mission. This helps curtail enemy players conducting espionage
on your side. You can tell everyone what your target is if you want, but
if the enemy somehow shows up with a swarm of fighters don't be surprised.
Code words allow you to discuss mission details without having to name
the target. Assign a callsign to the Primary and Secondary target, and
let the navigators or pilots know what they are before the mission starts.
Even better, only share the target information with people you know for
sure can be trusted. During radio transmissions (chat), use the callsigns
for the target so that if you have an "enemy passenger" in your
flight he won't be able to call his buddies and prepare a welcome for
you. I don't think that this kind of cheating will occur very often in
WWIIOL, but you can discourage it with simple security procedures. Ground Control Radar will probably be an aspect of WWIIOL, meaning that some players will get to man a ground-based radar station that can detect enemy planes over a wide area, and coordinate friendly aircraft to intercept targets flying over your territory. Unless there is some sort of common language and procedure for how GCRs communicate, the information they supply will get lost in the confusion. Generally speaking, a GCR is an air traffic controller, your job is to guide friendly squadrons on a vector that will result in an interception. That means you have to anticipate where the enemy units will be, based on their current heading and speed. Guiding friendly units towards interceptions requires you to supply regular updates on the enemy's position, giving the friendly squadron the enemy's current position from their location. So if a enemy radar contact was located 20 miles south east of a group of friendly fighters you would send them a message like this: "Alconbury (you) to SuperSix (the friendly fighter squadron) Contact (code word for enemy sighted on radar), Twenty (distance) at your 135 (compass heading SE). Heading 010 Angel 10 (the enemy is heading north-north-east at 10 thousand feet). " Remember to always give your guys the direction of the enemy from their point of view. Giving them map coordinates does not help, they don't have time to look at one. Update the enemy's position or change of direction as soon as it's significant. Just talk them into the target and be clear. Another thing, only the squadron leader communicates with ground controllers otherwise there is too much radio (chat) traffic. Generally it should be a one-way conversation in any case. Pilot Talk: Here is some sample lingo that pilots use. I suggest that you use it too, not to sound cool but because the lingo was developed specifically to allow pilots to communicate complex concepts in the briefest and easily understandable (over a radio) language. It also helps if everyone is using the same terminology, a lot. Clear communication is the key to success in my experience. Angel: Code word for Altitude. Altitude is a mouthful over the radio, Angel is easy to say and hard to mistake for another word. Say Your ……: Radio communication is not meant to be polite. It drops a lot of the useless trappings of normal conversation. When you need information from someone, you ask by using "Say". For example "This is Super Six Leader, all Say your Angels." The flight leader is asking everyone in the flight to tell him their current altitudes. (don't all pipe up at the same time, go in order of leader to wingman, by position number). Say Again: Please repeat what you just said. Don't use "repeat" in military communication. Seen: When someone calls out a contact report, or is trying to direct your attention to something they have spotted, it helps to acknowledge that you can also see it with a simple "seen". Bogie: Unidentified aircraft. Could be enemy. Bandit: Confirmed enemy aircraft. Contact: You have spotted something. This is usually followed by their quantity and type, followed by a clock direction (12 o'clock for dead ahead, and so on), and their altitude relative to you (low, level, high). For example "Contact, four bandits at 3 low. " Most of the time air combat is a completely bewildering affair. In my experience there is a steep learning curve in air combat, and most people that are new to it are just along for the ride. You can avoid being the proverbial "fifth wheel" by following a few simple rules. Stick with your Wingman: Always stay with your wingman. The leader looks out for the enemy, the wingman just stays on his tail. If your wingman gets in trouble, turn around and line up behind his target. If you get into trouble, your wingman should already be lined up behind your pursuer. Don't worry about the formation once the fight starts just worry about the enemy and staying with your wingman. Keep Your Head up: Always be on the lookout for the enemy and don't relax your guard, even during the long and boring parts. If you are lining up on a target, don't get tunnel vision. Keep your eyes peeled for threats and opportunities. Don't hit the ground (or slam into your wingman) because you where too busy shooting at someone. Keep an eye on your altimeter and speed. Don't do the enemy a favor by pancaking into the ground or tearing your wings off. Don't shoot at friendlies, it really pisses them off. Identify your targets. No one likes a buddy killer. Dump Your Ordinance: Don't try to dogfight with bombs and fuel tanks strapped to your wings. If you have them, jettison them before combat, but only if your leader orders you to engage. Its better to scrub a bombing mission than to lose your plane. Dog fighting is very difficult with bombs strapped to your wings, so ditch them before a fight or you risk your wings falling off.
Believe it or not, it is estimated that 50% of American aircraft losses during the war were due to "Operational Accidents", defined as any loss of an aircraft due to factors unrelated to enemy activity. This includes crashes (also called "controlled flight into terrain", I love that euphemism), running out of fuel, and collisions with friends. This is a staggering statistic, but I predict that the accident rate in WWIIOL will be much higher. I predict that entire squadrons will be wiping out on takeoff, and bombers will be falling out of the sky as they collide during assembly. Not to mention, the ever-popular "pancake into the ground" maneuver favored by both cowboys and newbies alike. I believe that operational accidents will be a major factor in the success rate of each team, so my advice is that if you take your flying seriously you will avoid the embarrassment (not to mention boredom) of getting taken out by physics or stupidity.
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Playnet
Inc., World War II Online, WWII Online, and Cornered Rat Software, are
trademarks of Playnet
Incorporated.
Copyright 2000 Mike DelPrete
"Booya"
