DCS: MiG-29A Fulcrum Mini-Updates

[BIGNEWY]

DCS: MiG-29A Fulcrum Introduction

 

 

 

We are happy to release our first instruction video for our MiG-29A Fulcrum, or project 9-12A. This introduction video is based on a pre-release version, so some elements may change at or after release. 

The MiG-29A is a single-seat, dual engine, Soviet fighter that was designed in the 1970s as a light-fighter in parallel with development of the larger Su-27 Flanker. The Fulcrum entered service in 1983 with its primary role being point air defense for Soviet and several Warsaw Pact member countries. 

It’s a relatively small, twin-tail, blended-wing fighter with leading edge extensions, that is powered by two widely spaced, RD-33 engines, each capable of 18,300 pounds of force in afterburner. Air is fed into the engines from variable intake ramps below the fuselage. For unprepared field operations, the MiG-29 has the unique feature of being able to close the main intake ramps, and instead open intakes above the leading-edge extensions to avoid the intake of foreign objects.  

For enhanced maneuverability, the Fulcrum includes automatic leading-edge slats and an all-moving tail plane. Although it does not use a fly-by-wire flight control system, it does come equipped with hydraulic controls and a three-axis autopilot system. Between its impressive thrust-to-weight ratio and excellent high-alpha capability, the 9G-capable Fulcrum can be a very challenging opponent in a dogfight. Although the MiG-29A has G and angle of attack limiters, these can be overridden.

Its impressive dogfight capabilities are further enhanced by the ability of Fulcrum pilots to cue AA-11 “Archer”, R-73, infrared-guided missiles with a Helmet Mounted Sight for deadly high off boresight attacks.

Designed as a point defense fighter, the MiG-29A does not come equipped with aerial refueling capability and has a maximum ferry range of 930 miles clean, and 1,300 miles with an external fuel tank.

In the nose of the aircraft is a NO19 Sapfir 29 look-down/shoot-down radar and digital computer. Mounted forward of the windscreen is the S-31E2 Infrared Search and Track sensor that can detect and track aerial targets solely based on their infrared signature. 

The MiG-29A was primarily designed as an air-to-air fighter armed with short- and medium-range air-to-air missiles and a GSh-30-1 30 mm cannon with 150 rounds. Although the AA-10 Alamo A (R-27R) and AA-10 Alamo B (R-27T) are the typical medium-range air-missiles arming the MiG-29A, it can also be technically armed with the extended range AA-10 Alamo C (R-27ER) and AA-10 Alamo D (R-27ET) versions. These medium-range missile options are in addition to the shorter-range, infrared-guided AA-11 Archer (R-73) and AA-6 Aphid (R-60 and R-60M) dogfight missiles.

In addition to these air-to-air armaments, the MiG-29A also has limited air-to-ground attack options including unguided bombs, rockets, and strafe.
 

[BIGNEWY]

DCS: MiG-29A Fulcrum | Cold Start, Taxi, and Takeoff

DCS: MiG-29A Fulcrum | Cold Start, Taxi, and Takeoff

In this DCS: MiG-29A Fulcrum video, we’ll learn how to cold start the Fulcrum, taxi to the runway, and takeoff. If you have not already done so, you may wish to first review the MiG-29A Introduction video to acquaint yourself with the cockpit layout.

In general, starting the MiG is a rather simple affair, particularly if you bypass the rather extensive tests and checks we’ll be reviewing. 

Let’s get started.

COLD START

We are sitting in the cockpit of a MiG-29A at Herat airfield in western Afghanistan. 

First, if the wheel chocks are not already in place, press forward slash (\)to bring up the radio menu, select Ground Crew, select Wheel Chocks…, and then Place. Next, go back to the Ground Crew radio options and select Ground Electric Power…, and then On. We’ll now have external electrical power supplied to the jet.

To enable the electrical system, flip the ground battery supply switch on the right wall. To make it easier to see the instrument panel and lower, center post, mouse-click the base of the control stick to hide it. Check to make sure the volage meter indicates around 28 volts. 

Next, also on the right wall, lift the “Tomb” cover to enable all the electrical power switches. Also, at the back of the right console, set the Navigation, Gyro Standby, Gyro Main, and Aircraft Systems switches on from the bank of system power switches.

On the clock, press the right button to start the stopwatch, which is the lower, smaller gauge in the clock. After 30 to 40 seconds, the gyros will have power, and we can begin the heading alignment. Mouse click and hold the Magnetic Heading Slave button below the HSI while pressing the Compensation Zero button on the Navigation Panel. If easier, you can press J for the Magnetic Heading Slave button and 9 for the Compensation Zero button at the same time. Confirm that the HSI needle aligns with your true heading, in this case 8-degrees.

Back to the system power switches, set the Prepare switch to Operate (OPER). The FAST PREP, or fast preparation, light will illuminate once the inertial navigation system is aligned. 

In the meantime, press the Lamps Test button to ensure that all indicator lights illuminate around the cockpit. And then press the flashing Master Caution Light to reset it.

On the True Air Speed indicator, confirm that the Mach needle is showing 0.2 and the TAS shows between 110 and 190 as indication of proper operation.

From the Radar Altimeter, set the bug to 200 feet, and check that the Test button indicates about 50 feet.

On the Combined Pressure Indicator, check that the Hydraulic needles are in the red, PAK region.

Below the AEKRAN display, press the AEKRAN CALL button, and a short while later, you should see SELFTEST followed by AEKRAN READY, on the AEKRAN display. This can be either in English or Cyrillic based on your preference.

Internal fuel with no centerline external fuel tank you should be about 2,700.

On the Navigation Panel, confirm that the waypoint / aerodrome 1 button is illuminated.

We’ll now test the standby gyro by setting the main gyro to standby and confirming that our HSI heading is the same. Once confirmed, we’ll re-enable the main gyro.

On the HSI, set the course switch from automatic to manual, and then rotate the course knob to set our takeoff and landing course of 188-degrees. Then, set it back to automatic.

On the back of the left console, confirm the oxygen valve is open and the mix is set to 100%.

We’ll test the toe brakes now, you can press W, and expect to see around 8 kg/cm2. With the feet off the brakes, the value should be 0.

Energize the radio equipment by enabling the radio switch on the systems power panel.

We’ll now turn on the Recorder from the systems power panel.

Along the forward section of the left wall is the canopy lever. Right mouse button click on it once to partially close it, and then a second time to fully close it. Look to the right wall now and note that the canopy sealed pin will recess when sealed. The canopy lock light will also extinguish.

I already have the radio channels preset for the mission, so we’ll now open the radio message, contact ATC, and request engine start.

From the start up panel on the right console, we’re going to do it the simplest way. Make sure that the Start Up Mode switch is set to the center, Both position. Next, press Right Alt and Home to move the left throttle from OFF to IDLE and then press Left Shift and Home to set the right throttle from OFF to IDLE. Now, just press the Ground Start button on the Start Up panel. From here, the aircraft will start both engines for you, starting with the right engine.

As each engine starts, you’ll see the right and left engine start lights illuminating on the Telelight panel. As RPM rises for each engine, the hydraulic system light will extinguish, and hydraulic pressures will rise on the combined pressure indicator. 

As the RPM for each engine reaches 35%, its intake ramp will close, as indicated on the intake ramp position indicator. At the same time, the “gills” on top of the leading-edge extensions open.

Once both engines are started, the engine start lights should both be off, the EGT at idle should be around 300-degrees, and RPMs between 58 and 72%

We’ll now contact the ground crew again and ask them to disconnect ground electrical power and the onboard generator is supplying all the juice we need.

With both engines up and running, we’ll now run through a few post-start procedures. I’ll also make the control stick visible again by clicking on its base.

First, using the trim hat on the stick, set the pitch trim all the way forward and then all the way aft and check stick travel. Once complete, trim to center until the STAB TRIM NEUTAL light illuminates. Next, do the same thing with the trim hat left and right to test aileron trim. Once complete, enter aileron trim until the AIL TRIM NEUTRAL light appears. Last, using the rudder trim switch at the bottom of the left quarter panel, set it to the maximum left and right and then center until the RUD TRIM NEUTRAL light illuminates.

From the system power switches, enable the Automatic Flight Control System, or AFCS, switch. This will initiate a self-test and the DAMPER light on the autopilot panel will flash. Once the BIT is complete, the DAMPER OFF extinguishes, the DAMPER light illuminates on the Telelight panel, and the DAMPER green button stops flashing and is steady.

We’ll now do a quick Automatic Direction Finding, or ADF, check by setting the ADF/RSBN switch to ADF on the Navigation panel. Then, set the UHF/VHF radio panel on the left console to ADF mode. We’ll then hear the inner ADF beacon code. We’ll also see the yellow needle on the HSI align with the selected ADF beacon. With that check done, set the radio back to non-ADF mode and the navigation panel back to RSBN.

Enable power to the SPO-15 radar warning receiver by selecting the RWR power button. Let’s run a self-test by first holding the Test switch to the right in the AUTO position. Upon doing so, the function light, off the nose of the aircraft symbol, will extinguish but all the other lights will illuminate. After a few seconds, the function light will illuminate, and you can release the switch. You can also repeatedly move the switch to the right to manually test the azimuth indications. The knob allows you to adjust the panel’s brightness.

From the Flaps panel, set the flaps to the takeoff, left button. Note that although the left and center flaps buttons are marked as down, they are different. Left is for takeoff, and the center is for landing, they have different scheduling, particularly for the leading-edge slats. 

Moving to the back of the right console again, we’ll enable the Weapons and Armament Control System, or ACS, switches.

Check that the neutral stabilator, aileron, and rudder lights are all lit on the Telelight panel and press the AEKRAN call button until all messages are cleared.

Bring up the radio menu again and contact the ground crew to remove the wheel chocks and then ATC to request taxi to runway.

TAXI

Time to taxi to the runway. We’ll first test the toe brakes by pressing W and advancing the throttles to about 80% RPM. 

When ready to roll, release the toe brakes and bring the throttles back before getting too fast. 

Once at the hold short, turn on the pitot heat, arm the ejection seat, contact ATC again, and request takeoff. Once cleared, enter the runway and align yourself down the centerline takeoff course.

TAKEOFF

Takeoffs and generally performed at military power, but afterburner should be used if the aircraft is heavy loaded like today. The real MiG-29A has a latch that must be lifted to move the throttles in and out of afterburner. This can be done automatically or based on an input as selected from the MiG-29A Special Tab Throttle Auto Latch option. When checked, you can move the throttle in and out of afterburner without having to activate the latch with the 0 key.

Ensure that the flaps are set to the takeoff position, left-most flap button, and confirm with the flaps, slats, and gear indication. Wipe the controls and check that stab, aileron, and rudder trim is neutral on the Telelight panel one more time. Confirm your takeoff and landing course on the HSI, the altimeter is zeroed out, and the FEEL UNIT TAKEOFF-LANDING lamp is lit.

It’s a sunny day, so let’s lower the visor.

Start the stopwatch with a click of the right clock button.

While standing on the brakes, gradually run up the throttles to military power as the nose strut compresses. Confirm that the EGT gauges are in the yellow region and that there is no more than a 4% RPM difference between the engines.

Release the brakes and engage afterburner. Use gentle rudder inputs to track down the center of the runway. At 230 to 250 kph, apply back stick with 8 to 10 degrees of pitch, or keep the horizon right above the IRST sensor as a rule of thumb.

Maintain this climb angle and retract the landing gear at 10 to 15 meters of altitude. Confirm that the landing gear is stowed on the flaps, slaps and landing gear indicator and that the hydraulic pressure is normal on the combined pressure gauge.

At 100 meters, raise the flaps by pressing the right flaps button.

Once you’ve reached 500 kph, adjust throttles to 83 to 85% for an efficient climb rate of 5 to 7 meters per second.

… and that is how you cold start, taxi, and take off in a MiG-29A Fulcrum.

Before I leave you, a common question we got from the previous Introduction video was the ability to display either Cyrillic or English cockpits. We’ve made both an option. From the MiG-29A Special Tab, you can select ENG or the default Cyrillic from the Customize Cockpit option. This determines the language of the cockpit.

To determine the language of the avionics systems like the HUD and AEKRAN, go to the Gameplay tab and select either English or the Native Cyrillic from the Avionics Language option.

I hope you enjoyed this video, and I’ll see you next time. Thanks.

NOTE: This video was created with a pre-release version, and elements will likely change at release and after.

[NineLine]

 

NOTE 1: When is it coming? We are still shooting for this month, but we cannot give an exact date until testing is complete.

NOTE 2: In a later video, I'll discuss the ADF Panel.

NOTE 3: I am not at liberty to discuss 3rd party products. Please keep comments on topic.

NOTE 4: I'm still just learning this aircraft, so my skills (particularly in in-close IFR), need work. I know.

In the previous two videos, we introduced you to our MiG-29A and how to start it up, taxi, and takeoff. In this video, we’ll learn navigation in the Fulcrum and how to land it. MiG-29A navigation is quite a bit different than navigating other 4th generation aircraft like the Viper and F/A-18C, but once you get your head around it, it’s rather easy system to use.

For this video, we are parked in a hot Fulcrum at Herat airfield in western Afghanistan. I’m going to explain two methods of creating your navigation points: Using basic Mission Editor functions and using the Data Transfer Card, or DTC.

When using basic Mission Editor functions, you can place up to six points; the first three are assigned to the three Navigation panel aerodrome buttons and the second three are assigned to the three waypoint buttons. You cannot assign the radio beacon buttons using this method; you’ll need to use the DTC for that.

When using the DTC option, you can also assign the three radio beacon navigation buttons on the Navigation panel and a lot more control of aerodrome points and waypoints. Note that the real MiG-29A does not have an actual DTC card but is rather programmed into the aircraft prior to flight. For both methods, we’ll create a navigation plan from Herat to Shindand to the south.

As the Fulcrum uses an Inertial Navigation System, INS, that can drift, we’ll also discuss how to tighten the alignment using a visual fix.

In addition to creating navigation points, we’ll also touch on Return to Base, Landing, and Missed Approach modes.

[BIGNEWY]

In this DCS: MiG-29A Fulcrum video, we’ll discuss operation of the Fulcrums radar, the Infrared Search and Track system, or IRST, and using them with Fulcrum’s air-to-air weapons. 

The radar provides all-weather, day or night detection and tracking of aerial targets in an electronic warfare environment for beyond visual range combat and short-range close combat modes. This includes settings designed to maximum performance based target closure rate, automatic designation, and antenna steering.

The IRST on the other hand provides shorter range, yet passive aerial target detection based on target infrared signature. Both the radar and IRST can also work cooperatively. The Fulcrum also boasts a Helmet Mounted Sight, or HMS, to cue high-off boresight missiles like the R-73 ‘Archer’.

 

NOTE 1: This video was created with a pre-release version, and elements will likely change at release and after. 
NOTE 2: Sensor work will continue like fleshed-out cooperative sensor logic and tuning.
NOTE 3: Two more videos will follow: Ground Attack and Defensive Systems.
 

0:00 Introduction
1:06 RAD (Radar) BVR Mode
10:50 IR (Infrared) Mode
14:07 CC (Close Combat) Mode
15:02 HELM (Helmet Mounted Sight) Mode
16:36 Steerable Cursor (OPT) Mode
17:42 Boresight (BS) Mode
18:30 Reticle
19:22 Asynchronous Gun Mode (Lead Computed Optical Sight)
21:57 Gun Funnel Mode

[NineLine]

The MiG-29A remains one of the most famous fighters in the world due to its outstanding performance characteristics, reliability, and simplicity of the weapons systems. It is capable of performing high-alpha maneuvers that make it deadly in close air combat. In addition to the R-73 and HMS, the MiG-29A is also armed with medium-range radar-guided missiles, a 30mm cannon, and unguided bombs and rockets.

https://www.digitalcombatsimulator.com/en/shop/modules/fulcrum/

[NineLine]

NOTE 1: This video was created with an early access version, and elements will likely change. 
NOTE 2: At the time of recording this video, there is a known issue with RBK accuracy that is being addressed.
NOTE 3: If you have further questions, please also refer to the DCS: MiG-29A Fulcrum Guide that will be released with the module. https://www.digitalcombatsimulator.co...
NOTE 4: I am not at liberty to discuss 3rd party products. Please keep comments on topic.

In the previous video, we reviewed the Fulcrums sensors and air-to-air weapons. Today, we’ll look at using different weapon delivery methods, the laser range finder, and DTC settings for ground attack with unguided rockets, bombs, canister munitions, and the 30mm cannon.

[NineLine]

DCS: MiG-29A Fulcrum | Defensive Systems

Hey everyone, Wags here from Eagle Dynamics. In this DCS: MiG-29A Fulcrum video, we’ll discuss the defensive systems of the Fulcrum, the SPO-15LM Radar Warning Receiver, or RWR, and Countermeasure Defensive System, or CMDS. We’ll also discuss some of the Mission Editor options and Data Transfer Cartridge, or DTC, settings.

The SPO-15, LM version, is an older RWR that detects radar signals in the centimeter band that provides the pilot notification of hostile radar signals in search and track modes. It does not provide launch indications, minus a single SAM type not currently in DCS. It provides indications of threat azimuth, radar mode (search or track), threat type, highest priority, threat closure, estimated weapon employment zone of some SAMs, and relative elevation to your aircraft.

This RWR can detect radar emitters operating between 4.45 to 10.354 GHz in over-lapping sectors and + and – 30-degrees in elevation. Note that the RWR has blind spots directly above and below the aircraft, at very long ranges, and it is less sensitive and accurate to emissions abeam of the aircraft. As such, it cannot be relied upon for accurate notching maneuvers.

Please also note that this version of the Fulcrum did not support full synchronization between the radar and the RWR, thus, the RWR cannot detect and process threats in its forward hemisphere when the radar is radiating.

Let’s get started.

I’m here over Groom Lake in the Nevada desert, as part of the Foreign Materials Exploitation, or FME, of the MiG-29. Let’s first talk about the RWR. I’ll be going over the basic, practical applications. If you really want to get into the weeds of its operation, I’ve linked a white paper on this topic. 

As discussed in previous Fulcrum videos, the SPO-15LM is in the bottom, right corner of the instrument panel. Forward of the Navigation panel though is the SPO-15 power switch and the switch to filter out radars operating in search mode. To the left is the SPO-15 volume knob. From some of the player videos I’ve seen, some of you may really want to start using this knob.

In the bottom, right portion of the SPO-15 panel is the brightness knob, then the manual and automatic test switch in the center, and the audio warnings disabled lights that is lit when the SPO-15 volume knob is set to zero. We discussed the automatic and manual tests in the Fulcrum Start up, Taxi, and Takeoff video, but I’ll include a card and a link in the video description.

Above the Test, Brightness, and Audio Status Light is a listing of the six radar types that are indicated as green letters. Moving from left to right:

• Low Pulse Repetition Frequency, LPRF, radars that are equipped with a continuous wave illuminator. Such an indication is indicative of a missile launch with CW illumination like an F-4E, or a ship equipped with an Aegis system and SM-1 missiles. This appears as an П type indication. When such radars are in search mode, they will appear as a C type indication that we’ll discuss in a bit.
• The next symbol is for short-range triple-A and SAMs systems like the Vulcan, Gepard, and Shilka tracking radars (not search) and some naval air defense radars. Note that the tracking radar would need to be in the frequency band covered by the SPO-15 and this does not include the search radar for such units. Further, the tracking radars are quite short-ranged, and they can easily be within the blind zone below the aircraft if the aircraft altitude is too high. This appears as a 3 type indication.
• To the right is the type for the Hawk SAM using continuous wave. This type can also appear when other HPRF and MPRF radars are detected at low power levels, like many 4th generation fighter aircraft radars. This appears as an X type indication. If the X type symbol is flashing, it indicates low power mode, search, or a scan period that does not match the Hawk SAM.
• Next is the type for a tracking Nike-Hercules SAM system, which is not at least currently in DCS. When in Automatic mode, this can indicate other long-range SAMs. [*1] This appears as an H type indication. However, for SAMs like the Patriot and S-300, it will also indicate a flashing X type when in search mode.
• The F type symbol will be a common one, and it generally indicates 4th generation fighter aircraft in HPRF and MPRF and closer ranges. This includes aircraft like the F-14, F-16, F/A-18, F-15 and others. At longer ranges, they may first appear as a flashing X type symbol.
• Last is the symbol type for LPRF radars equipped with continuous wave illuminator but operating in search mode. [*2] This can also indicate a radar track with no continuous wave illumination. This appears as a C type symbol.

Note that these types are not specific to a particular radar and platform, but rather the radar form that can cover several types of radars. The SPO-15 does not magically detect radars, but rather the radar frequency must occupy the frequency spread between of 4.45 and 10.354 GHz, with a few exceptions. Also keep in mind that friendly radars can also potentially be detected as threats, despite not being in the threat library.[*3] This is particularly true with HPRF radar detections. Further, radar signals can overlap along similar azimuths and threat prioritization may suffer.

Above the radar type symbols are a series of amber lights. The type that is highest threat will have its light illuminated above it. The priority threat is saved for 8 to 12 seconds if the radar is in search mode and 2 to 4 seconds if the radar is in track mode. The order of threat priority from highest to lowest is: Radar in track mode, threat within altitude and azimuth (like nose on being a higher threat), threat is outside altitude and azimuth, PRF is above 800 Hz, and the highest signal power.

The azimuth of the priority threat is indicated by one of the 10 lamps around the aircraft. Eight in the forward hemisphere and two in the rear quarters. Inside this arc of priority lights is a similar arc of smaller, green lights that indicate threat azimuth indications.[*4]

The system can distinguish between a radar in search or track mode, and a radar in track mode will take priority. A tracking detection triggers the red light in the center of the panel and a steady, high-pitch tone. As mentioned earlier, this version of the SPO-15 cannot alert to missile launches, outside of the Nike Hercules SAM, which is currently not in DCS. 

The inner ring around the aircraft symbol indicates the estimated signal strength of the priority threat emitter. The more 2 dB elements illuminated in the ring equates to higher peak power [*5] out from the priority threat radar. A flashing ring element that corresponds to the weapon employment zone indicates when you are roughly within the estimated range of the threat. As such, based on the signal strength of the lock, and if its signal strength is flashing, you should consider defensive measures. [*6]

In the center of the aircraft symbol are two hemispheres. The upper B hemisphere, when lit, indicates the priority threat is above you, and the lower, H hemisphere indicates that the priority threat is below you. They are mutually exclusive and general estimates.

Let’s now jump to the Mission Editor and discuss some of the programming options.

The real SPO-15LM for this version of the Fulcrum is modular, and its threat library can be changed using a cartridge by the ground crew. Of the four Threat Types, four of the six can be edited but not Pi and X [*7] Types. In practice, changing the Threat library was rare. As such, changing the Threat Type Library is not freely available to the pilot. Instead, there are two options to choose the Threat Types.

The Stock program library of threats is based on the Warsaw Pact setting for their MiG-29s. This corresponds to the default Types we’ve reviewed. Threats not in this program library can still be detected, but they may not be classified correctly. 

The Automatic Program library, which is the default, has its threat library generated automatically based on the threat radars in the mission. These radars are then assigned to the appropriate Threat Types we’ve discussed. Radars that operate in a frequency outside the SPO-15LM’s detection capability are not included in the program library. [*8] If two or more threats overlap in Azimuth, the higher threat will be set as the priority. If a threat is detected like an active-radar homing missile operating in the X-band, it will be an F type classification. Such a missile in active guidance would appear as F type threat with a rapid increase in signal strength as it closes. 

The program method is selected from the Airplane Group window, Aircraft Additional Properties tab, and then select the desired setting from the SPO-15LM Threat Program drown down. It can also be selected from the MiG-29A DTC by selecting the CMDS tab and then the SPO-15LM Threat Program. [*9]

The threat program is also listed on the kneeboard that lists each threat radar and the Types it is assigned to.

Some of the biggest limitations to bear in mind are:

• When the onboard radar is operating, the forward hemisphere of the SPO-15LM is disabled due to limitations of this version of the MiG-29. [*10]
• The threat relative elevation lights only operate when the threat signal is quite high. As such, by the time you receive relative altitude information, you may already be within threat weapon range.
• It’s possible for the SPO-15LM to incorrectly classify HPRF signals as continuous wave signals. In such a case, you may see a flashing ‘X’ Type indication. This is something to keep in mind when you have both 4th generation aircraft and Hawk SAMs in a mission.
• A continuous wave radar and a pulse radar along the same azimuth and mode, could be mistakenly classified as a Type C and trigger a П type indication. [*11]

There are other limitations, but we suggest careful reading of the SPO-15LM White Paper for these.

Let’s talk about the Fulcrums Countermeasure Dispenser System, or CMDS, that consists of up to 60 26mm chaff and flare cartridges. Naturally, flares are meant to decoy infrared-guided missiles and chaff is designed to decoy radar-guided missiles. They are stored in the two vertical stabilizer roots. The system is powered from the Aircraft System switch at the back of the right console, and readiness is indicated by the FLARE READY lamp next to the SPO-15LM power switch.

From the Mission Editor, we can load: 60 flares, 60 chaff, or 30 flares and 30 chaff. This is the simple way to set up the CMDS. 

Let’s now look at the more detailed CMDS option in the DTC. From EDIT, select DTC Manager, and we’ll create a new program from FILE and then NEW. Select the Weapon tab, and then the CMDS tab.

Below the SPO-15LM mode select option we touched on earlier are the CMDS program settings. Each activation of the dispense button, located on the throttle with the control manager Action name of Flare Dispense Button – Depress, will release two salvos – Salvo A and Salvo B. Each salvo can be programmed.

Burst Count I and II determine how many countermeasures are released in each salvo. If you have both chaff and flares loaded, both will be released at the same time. There is no separate dispense option between chaff and flares.

The Burst Internal determines the dispense time between each release within a burst salvo.

The Salvo Interval determines the time between each salvo.

The Salvo Count Air and Salvo Count Ground determine the number of salvos expended with each press of the CMDS dispense button and is based on the position of the CMDS switch on the instrument panel. Let’s talk about that now.

In the center of the instrument panel is the Emergency Jettison button and the CMDS program selector switch. To jettison all countermeasures in case of an emergency, press and hold the Emergency Jettison button on the instrument panel. 

The CMDS program switch has three settings: Ground, Forward Hemisphere, and Rear Hemisphere. Each press of the CMDS dispense button activates two salvos by default, but the number of salvos and their characteristics are based on the program switch setting, DTC settings, the attack hemisphere, and altitude. 

If Ground mode is selected and you press the Fire/Launch button or the dispense button on the throttle, Salvo A and Salvo B will dispense as programmed, regardless of hemisphere and altitude. 

When set to Forward Hemisphere, FHS, and if your altitude is less than 6,000 meters, Salvo A and Salvo B will dispense as programmed. If, however, you are above 6,000 meters, two Salvo As will be released, and two Salvo Bs will be released.

If Rear Hemisphere, RHS, is selected, and you are above 6,000 meters, four Salvo As and four Salvo Bs will be released, and if below 6,000 meters, two Salvo As and two Salvo Bs will be released. 

Below is the total number of remaining cartridges in groups of 20.

That’s an overview of using the Fulcrum’s RWR and CMDS defensive systems. I hope you enjoyed this video, and I will see you next time. Thanks. 

1. The type is reused to indicate other strategic range SAMs with pulse radars.

2. Also operating in track mode without illuminator (not launching missiles) as well as any other radar that doesn’t fit in other categories, such us LPRF surveillance radars

3. Worth noting that they are not intentionally included in threat program. This is by convention: no type recognition means that it’s either an unknown threat, or a friendly emitter.

4. They indicate all threats. Priority threat appears on both scales, same with its type lights.

5. It’s highest measured peak power, not average power. That’s actually important, because not only are these two different quantities in case of pulse radars, but this also has implications for the behavior of the device: if the signal power drops, the main threat will stop updating until the next main threat memory dump.

6. The whole ring is not flashing, only the light corresponding to WEZ border. This indication is present regardless of radar mode or weather or not the aircraft is inside the zone or outside of it.

7. This is a cyrylic Х, equivalent of English H, pronounced ”kha”. Franky I’m actually not sure how to even present this.

8. Correction: AMRAAM is absolutely in range, however it is impossible for SPO-15 to distinguish between different radars in this range, so it’s just recognized as type F together with all gen 4 fighters (including friendly, as they also cannot be distinguished from the enemy). The same applies to the Phoenix, which I have doubts would be distinguishable from F-14 for most RWRs, not just SPO-15. A sudden lock followed by a rapid increase in signal power can and should be interpreted as AMRAAM going pitbull.

9. This probably needs to be discussed further within the team, cause it wasn’t initially intended for this to be included in DTC.

10. Again, this is not a limitation of the SPO-15LM but a limitation of how it’s integrated with the MiG-29 and its N019 radar in particular.

11. Not two continuous wave radars, but a continuous wave radar and a pulse radar identified as type С (S). These conditions trigger type П, as they are characteristic of a radar in SARH guidance mode (but also of an unrelated pulse and CW radar that just happen to be in the same place at the same time).

 

29-Defensive-2.pdf

[BIGNEWY]

Summary of SPO-15LM synchronization systems

The SPO-15LM (L006LM) features 2 different synchronization systems: the blocking system and the blanking system.

Blocking system

The blocking system consists of a blocking circuit on board 512. The blocking circuit performs the following functions:

• processing of the incoming blocking signals from the onboard systems
• processing of band switching commands from board 53
• issuing of the blocking signal to the CW channels of board 54 as well as the blanking system

Internally, if the device is operating in RF binning mode (Диапазон I, II - Автомат switch on Block 6 in Автомат position - this switch is not present on the MiG-29 so this mode is unused, as it degrades performance, and wiring schematics show that it is shorted into this position), the system issues a 40 ms long blocking pulses to boards 54 and 51 when switching bands to avoid spillover, and sends the commands to board 53 to block the detector of the opposite band to the one currently being processed. Because these blocking signals apply to both CW and pulsed circuits, the “Blocking Forward/Rear Hemisphere” signals are also sent to the blanking circuit where they pass through to the pulsed circuits. The CW circuits of each copy of board 54 receive the signal to shut down directly.

                                   Figure 1: Blocking system signal flow

Externally, the blocking system is controlled through pins 20 and 26 of connector 6 for the rear hemisphere (band I and II respectively) and pins 2 and 4 of the connector 7 in the forward hemisphere (band II and I respectively). The purpose of these signals is to shut off the processing circuits in given hemisphere and/or band if the signal cannot be filtered out. Note that the band selection is only used if the frequency binning is enabled - that’s because the circuit cannot selectively shut down just a given band in the given hemisphere like the inputs are suggesting, as evidenced by actual outputs of the blocking system, it must either shut down a hemisphere completely, or shut down the given band in 360 degrees.

                       Figure 2: Connector 7 signals

Blanking system

The blanking system consists of the “Inhibition Signal Generator Circuit” on the board 51. The purpose of the blanking system is to synchronize the device with external pulsed RF equipment in order to selectively reject own emissions without blinding the device. It converts incoming reference signal into inhibition pulses, which are sent to initial sector processing circuits in board 54, as well as to the synchronizer circuit of board 55. Additionally, the blanking system shuts down the pulsed circuits if the incoming signal power level measured by board 33 is lower than 1. The circuit also passes through the “Block Forward/Rear Hemisphere” signal from board 512 into pulsed circuits, allowing them to be blocked together with CW circuits.

                                  Figure 3. Blanking system signal flow

Externally, the blanking circuit receives the following signals:

• Blanking pulses 1-5, which are received through high frequency cables connected to dedicated connectors 10 through 14 (these are the connectors described in the maintenance cards for the blanking system test).
• Blanking Forward/Rear Hemisphere, received through pins 14 and 29 of connector 7 respectively. Their purpose isn’t explained clearly in available documentation, but they’re likely used to selectively blank only front or rear hemisphere.

The Inhibition Signal Generator Circuit also handles incoming signals from an external MLWS, if available, and converts them into a command to display the missile closure symbology (called “countdown signal” in the schematic).

                                 Figure 4. Block 3 connectors

Integration with MiG-29 systems

Electrical connections

The method of integration between the L006LM and N019 can be deduced from the wring schematics. The only electrical signal related to blocking/blanking that is connected in the 9-12 is pin 4 of connector 7 - Blocking Band I, Forward Hemisphere. This signal is also identified explicitly (as “блокировка изделия Л006 первого диапазона передней полусферы”) in the radioelectronic equipment manual for the 9-12, in the L006LM section. The signal can be seen here, in a German version of the wiring schematics (empty ports and pins are omitted in this version), we have also determined elsewhere that connectors 10-14, which are necessary for blanking, are empty by design and not arbitrarily omitted here. The same applies to the blanking pins in Connector 7. The Polish version of the radioelectronic manual also contains a more detailed electrical scheme than the Russian version and shows the connection to N019, again identifying the sole connection as pin 4 of connector 7.

                      Figure 5. Wiring schemes: Connector 7                     Figure 6. Radioelectronic device manual, L006LM wiring

This determines which port receives the signal, and what this port is supposed to be used for, however it does not determine what is actually being sent. There are 2 possibilities:
1. The signal is used according to its design, which means the blocking times must be of the order of tens of milliseconds or more - this essentially renders the device blind in forward hemisphere.
2. A fully formed blanking signal is fed directly into the blocking port in order to circumvent the limitations of the internal blanking system. There are two issues with this approach:

- This would be even further outside of the intended usage of the blocking system, as it was designed for blocking intervals of tens of milliseconds. While the system is simpler and doesn’t attempt to create standard length pulses, it still contains additional logic (there’s no direct connection to the blocking transistor from the port), which means transient effects might cause it to fail if the signal changes to fast.

- Even if the blocking circuit can handle this kind of input, the blocking signal arrives downstream from detectors, amplifiers and the CW demodulator, straight into sector logic circuits. This means that intermittent blocking at pulse repetition frequency would fail to filter out false CW illumination triggered by the quasi-continuous signal from the radar. The forward sectors would be flooded by type Х.

To determine more, the radar documentation had to be analyzed next.

Synchronization signal from N019

Out of all the signals mentioned above, only one is connected in wiring schematics. This signal (labelled 35SP4 in the schematics) can be traced through S-31 (where it just passes through) into the information exchange block N001-35-11 of the N001-35M device of the N019 radar system, where it is labelled “L006 blocking”. The N001-35M is the device that mediates information exchange between the subsystems of the N019 as well as the external devices and the BTsVM. The signal sent to the L006LM can be identified in N019 documentation (specifically the volume dedicated to N019) as the One-time Command 1. No other signals leaving the N019 throughout the full radar documentation we’ve obtained are intended for the L006 as the recipient, with the description in volume one also naming this specific signal as the only form of information exchange between N019 and L006, confirming what was discovered in electrical wiring schematics.

                                                                                                               Figure 6. Signals entering and leaving N001-35-11

The documentation for N001-35M describes how these commands are triggered - as it turns out, they are controlled by commands from the Ts100.02 BTsVM (on-board computer), which are sent over the main addressable data bus of the N019 to the N001-35M.

In case, where the onboard electronic digital machine (BTsVM) interacts directly with the N001-35-11 system, the following operations can be performed: UO (exchange system) test ("output"), information exchange in the "test" mode ("input","output"), and formulation of one-time commands 1-8 ("output").

The docs further describe the exact information exchange process, however we do not have access to actual software running on the BTsVM. This is essentially a dead end for the investigation, however elimination method can be used based on signals received by the BTsVM as well as its performance parameters to determine what can or cannot be done.

Analysis and conclusions

Possible scenarios

1. The synchronization of individual pulses through this path is impossible. Even if the L006 could handle this, which it most likely would not due to type Х bleedthrough, the latency of the data bus exchange protocol (which is in the order of 3.6 μs for the output, more than the pulse width) combined with the performance of the Ts100.02 computer (80000 multiplications per second, or ~820 per single main program loop) means that there’s simply no way that the BTsVM could sync such pulsed signals, in fact it’s questionable if it were able to sync LPRF signals as the latency would mean that the blocking command would arrive out of sync with the actual pulses. And the BTsVM does not receive the pulse train signal anyway - it only receives a 10.24 ms clock signal (TI-M) from the synchronizer which is used to synchronize the execution of the primary 100 Hz program loop with the rest of the device, all other information is received via the data bus at the end of each loop - BTsVM does none of the direct signal processing here, it only handles tracking algorithms, calculations based on raw output of the analog components via ADCs, and provides commands to the analog part of the device for the behavior during next loop.

2. While syncing individual pulses is impossible, what is more probable is syncing of individual pulse packets. The N019 doesn’t run on a fixed PRF, but rather changes the PRF every aforementioned 10.24 ms loop, based on commands from the BTsVM. During transitional period the transmitter is shut down for around 2-4ms depending on mode. During this downtime, the BTsVM could theoretically release the blocking signal on the L006 allowing for a very short reception period. There are several caveats to this solution:

   • The BTsVM does not know when the synchronizer starts emitting Transmitter Trigger Pulses, it does not control the actual process and it does not receive any timing signal telling it when this process starts, and the timings aren’t always exact. However it does know what the timings are supposed to be, because at the beginning of each loop it sends the commands that set the parameters the radar operates under for that period.
   • The main BTsVM program loop also runs with a 10.24 ms time step, which means that an interrupt would have to be set up to send the set and reset commands via main bus. During busy portions of the device operation (such as target tracking calculations) it might not necessarily be desirable to do this.
   • The L006 blocking system is known to handle signals with periods in the order of tens of milliseconds, this is an order of magnitude shorter - there’s no guarantee this would work, though it is much more likely than feeding a quasi-continuous signal to that port.
   • The L006 would still be severely degraded, especially during radar search - 2 ms is a very short period of time, too short to process multiple LPRF radars, or to process anything below ~1500 Hz PRF at all.
   • Due to lack of proper synchronization (BTsVM can only assume the timings) this is prone to be unreliable. Even worse, false contacts produced from this process would not be obvious, they would actually look like real search signals on the L006 display.
   • The L006 might not detect tracking due to interrupted nature of the signal.

Additionally the degree to which the device would be degraded is impossible to determine without detailed SME reports or access to the actual hardware to experiment on, as such no matter how it is implemented it will be either insufficiently or excessively degraded.

3. Another possibility is that the BTsVM could release block on the L006 whenever the radar needs to stop radiating for one or more full cycles, however we have no evidence of this so far, and the SPO would still be almost unusable in forward hemisphere as there are very few moments in N019 work cycle where this is possible. This would be the most realistic scenario however in terms of ability of L006 to handle it.

4. The current synchronization method, which is to block the device completely while the radar is operating, as it should more or less completely eliminate the risk of false self-illumination unless the blocking system fails.

Summary of the evidence

The wording in existing documentation does not help. The only document that implies what is being sent is a “blanking pulse” (despite multiple pieces of evidence suggesting otherwise) is the SUV-29E technical description for the 9-12B, where this is only mentioned in a single sentence (no detailed description).

There’s also a description from training documents floating around the community which implies the second option, as it describes severe synchronization issues that could arise if this was attempted, and discourages the use of SPO-15 together with the RLPK completely. There could be a simpler explanation than synchronization being unreliable however, namely there’s a known manufacturing defect with the 9-12 that has been discussed by SMEs in forums before (as noted by users) where the blocking signal wire was completely missing - this would produce a similar result. It should be noted that these documents also apply to newer versions of the aircraft that we do not have wiring schematics for. The 9-12-specific training manuals do not include such passage in the SPO-15 section. Same applies to similar information about Su-27.

In all other sources that we have, such as the radioelectronic equipment manual (both Russian and Polish) and the full N019 documentation, the description is limited to a single sentence that is a paraphrase of “During operation of the N019 device, a blocking signal is sent to prevent reception in forward hemisphere of the L006” which is up for interpretation. The radioelectronic equipment manuals also clearly identify the signal as “Blocking Band I, Forward Hemisphere”, which is pin 4 of connector 7 - and is designed for continuous blocking, not blanking.

The maintenance manual shown as evidence described how to test the blanking system, explicitly naming connectors 10-14 as well as employing a signal with a PRF of ~1600 Hz. This is not applicable to MiG-29 and this procedure is missing from MiG-29-specific maintenance documentation.

Available training documents from multiple air forces actually show that the procedure in most cases was to never use the L006 and radar together - as in, the L006 was typically switched off manually, due to synchronization problems. This also makes it difficult to discern what the behavior would look like - most pilots never used the two systems together. There’s also the famous interview with Yugoslavian pilots, however there are alternative explanations to most revelations there that leave scenarios 1 and 2 as less probable explanations.

To make matters worse, because this behavior is software defined, it could even differ between different serial numbers of the same type of aircraft - and given that both solutions have their caveats, it is actually possible the behavior would not be consistent between different units.

Conclusions

So far there is insufficient data to change the current behavior. We obtain more evidence, particularly from SMEs (due to lack of conclusive data in the documentation) regarding scenarios 2 and 3, they might be implemented in the future. As is, we don’t have enough information to implement any of these variants, and they all would still render SPO-15 almost completely unusable in forward hemisphere. Evidence presented so far by members of the community, which consisted entirely of material we’ve already had access to, is not sufficient to support any alternative implementation, or even serves as evidence against them (such as the RE manual).

Additionally, the SPO-15 failures will be added as triggerable in ME, with the blocking failure separated from the general processing failure, to demonstrate what happens when this system fails.

Other items

We are also looking into the launch warnings - as described before, the L006LM would require major hardware changes, to the point where it would not be the same variant anymore, to implement proper, accurate launch warnings. We are however considering implementing a “bruteforce” approach pointed out by some users as an option. Individual type inputs from cartridge 57 into cartridge 59’s threat priority circuit can be wired either directly into the type 10 (launch detection) input of the same circuit, or combined with the lock signal (which is processed by the same board), via an unused AND gate, to produce a launch detection signal when both a specific type and a lock signal are detected. There’s evidence of modifications of this type on the specimen of board 59 we’ve seen, so we will consider implementing this. Since this method is heavily prone to false positives (particularly with type F, as friendly fighter signals fall into same signal parameter bins) this will likely be optional and disabled by default, with possible exception of type П (which, as is currently simulated, guarantees a launch if it’s recognized accurately).