Today we will be embarking on our second training mission where we will be looking at the various sensors and targeting systems available to us while flying the RAH-66 Comanche.
Flying an attack helicopter is all about putting ordnance on the enemy and with the Comanche we have several different and unique systems to assist us in fulfilling that mission. The helicopter serves a unique role on the battlefield in that it is capable of fulfilling many missions: from simple search and destroy sorties to reconnaissance and escort duties. Some missions will have you stealthily sneaking about the battlefield in search of valuable information on enemy positions while other missions will have you mercilessly beating the enemy into submission. The sensors onboard the Comanche can be both an asset and a liability to completing your mission.
In our first training mission we flew a recon mission where stealth was the order of the day. Our mission was to penetrate deep into enemy territory to gain valuable intelligence on an enemy location that would allow for future targeting with more appropriate resources. Since blasting our way in and out wouldn’t be conducive to the ultimate goals of the mission we chose the “sneak and peek” method of ingress and egress and in fact the enemy never even knew we were there. The reason the enemy never knew we were there was because we only used “passive” sensors to accomplish the mission. At no time did we broadcast our position to the enemy by overflying their positions or by using our “active” sensors such as air or ground radar. Additionally, since killing targets wasn’t the objective, we used a stealthy profile by loading only internal weapons in our Comanche thus greatly reducing our radar signature.
Today we will be flying with externally mounted weapons which are positioned on removable wings that attach to the sides of the Comanche fuselage. Unfortunately these wings and the ordnance they carry are not capable of being jettisoned in a pinch, so we must accept the less stealthy characteristics of this configuration for the entire duration of our mission.
For today’s training flight we will be flying to an enemy Forward Air Refueling Point (FARP) which is simply a battlefield refueling and rearming base that is placed in a forward location to allow for greater and faster access to the operations area. Generally FARPs lack the complex infrastructure of larger airfields and only contain refueling vehicles, tents and perhaps some area defenses.
After liftoff we consult our map to find the general location of the enemy FARP. Since this training mission is being flown in “free-flight” mode with hostiles set to “OFF” we can navigate and use our sensors freely without having to worry about the enemy response. Keep in mind though that in the real campaign the situation is very dynamic and what can be a safe observation location one moment can rapidly deteriorate if you don’t stay aware of the activity around you. As I stated in the first training mission, the mission map is probably the most valuable tool for keeping aware of your location, known enemy positions, threats, terrain and general orientation. Remember that in the campaign, the “fog of war” will obscure enemy movements and locations unless they have been under direct observation by allied units, so just because an area appears clear on the map doesn’t necessarily mean it is safe; proceed with caution!
One of the most useful features of the map is the terrain elevation (contour) data. Using the terrain (both natural and artificial features) to mask your movements and provide cover is the most essential skill to master when flying combat helicopters. Indeed, low level flight and the attendant risks associated with it are probably just as likely to kill you as getting shot down by enemy forces. Once you are familiar with reading the contour lines on the mission map you will be able to compare what you are seeing outside of the cockpit windows with the terrain features that are depicted on the map. Generally speaking, as is the case with most military applications, control of the high ground is the preferred tactical position. Particularly in helicopter operations, being at a high point (elevation) is desirable since terrain sloping down away from you implies that you have stored up potential energy (altitude) that you can rapidly convert into kinetic energy (speed) in order to evade, escape, or attack. Additional considerations include a greater line of sight (LOS) distance, greater weapons range, and the ability to quickly place terrain between you and an adversary should the requirement arise. That’s not to say terrain depressions (river beds, roads, valleys, canyons) don’t have advantages for they are valuable for providing cover, stealth and safe transit. Learning to use both types of terrain will go a long way toward keeping you alive and effective on the battlefield.
Here we’ve approached to within about 10km of the enemy FARP. As indicated by the red threat ring around the area there is an enemy anti-air unit located near the FARP providing protection against air attack, so we must take that into consideration when planning our approach to the site. We’ve moved up into position just south-southeast of the FARP and have found a peak which has a dominating view of the low terrain to the north. Unfortunately after initiating a scan of the area with my air-to-ground radar I realize the FARP is still outside of the 8km maximum scan range of my radar (drawn in yellow) so my sensors don’t detect anything. In the campaign this would be a huge blunder since it would alert the enemy to my location without me having derived any useful information from the effort. Enemy forces (helicopters and fighters) would no doubt be vectored to my location very quickly to try to interdict my efforts.
Since my first approach was so poorly executed I elect to descend down the ridgeline to my west (left) and loop around to a point just west of the FARP that appears to offer a small hill that will provide me with cover while I make my approach. I could place or move waypoints to aid in my movement and navigation but using compass headings and navigating by referring to the map and comparing terrain, and features (buildings, powerlines, rivers, etc.) to what I’m seeing outside will help develop my pilotage skills for future tight scrapes.
I’ve now moved around to the west side of the FARP but have now closed to within approximately 5km without being detected since the hill is providing terrain masking. Keep in mind that terrain masking works both ways: it can prevent enemy sensors from detecting you, but it also can prevent your sensors from seeing them!
Looking at the TSD MFD we can see the terrain map mirrors what we saw on the bigger mission map. Keep in mind that the TSD map is only oriented relative to your helicopter heading whereas the mission map is always configured so that north is up. Practice reading and interpreting the TSD compared to the mission map and you will soon understand the thought process that is necessary to integrate the two of them together.
The first sensor we will try out will be the ground radar. The ground radar (or Fire Control Radar / FCR) is the quickest and dirtiest sensor that will rapidly tell you what is out there. It is a line-of-sight system meaning that the system must have a direct view of the target in order to detect and report it. That means that if terrain or a structure is blocking the radar beam there could be threats in the shadow of the beam that aren’t being detected.
Cont…