From Moves#37 Air War What I meant to say was... by David C. Isby When Air War was under development, many considered it to be one of the most complex games conceivable. Thus, the designer and developer made every effort to keep the basic systems relatively simple to avoid boggling too many minds. However, to our surprise, it was found that the game was not too complex for too many people, and the complaints that were received resulted from the compromises made in the name of simplicity. It is this turn of events that raised many of the questions that I hope to have answered in these errata. [3.0] Addition: Point Values. The Point Values on each Aircraft Chart are for air-air/air-ground combat. [8.44] Clarification: Creeping acceleration may not occur in a dive when the Movement Allowance is at the Maximum for that Dive Type. [8.44] Correction: Creeping Acceleration may occur when an aircraft is climbing. Acceleration by power, however, cannot occur for those air craft that are not specifically capable of it. [9.13] (Optional) Addition: Aircraft moving toward a hex-point move in a sequence of entering the right-front hex, then the left-front hex, as shown in the diagram appended to Case 9.12. This sequence should not be broken at the conclusion of a Movement Phase and may be "carried over" into the subsequent Movement Phase. This means that an aircraft that has moved toward a hex point, and so ended its Movement Phase by entering the right-front hex, must at the start of the next Movement Phase, enter the left front hex. Other wise, the aircraft would enter two right-front hexes in a row, forcing it to "slide" to the right. Example: If an aircraft begins its Movement Phase facing a hex-point and moves directly forward five Movement Points, Case 9.12 would require the aircraft to enter the hexes in the following order: right front, left front, right front, left front, right front (see 9.12 diagram). At the start of the aircraft's next Movement Phase, however, if the aircraft wishes to move straight ahead, it would not enter the right front hex as might seem to be required by Case 9.12. Rather, it would enter the left front hex, carrying on the sequence interrupted by the end of the aircraft's Movement Phase. Aircraft which may "carry over" the sequence in such a manner may be designated by putting an inverted counter under them. [9.22] Addition: Example: An aircraft with a Turning Mode of 3 and 25 Turning Points accumulated to the right enters a hex and, by expending one Movement Point above the normal one Movement Point required to enter the hex, the aircraft may accumulate another 20 Turning Points to the right. In this case, the first 5 Points of these new Turning Points would require the aircraft counter be turned one hex-point to the right. The player would then be left with 15 Turning Points (the remainder of the 20 accumulated that turn) accumulated to the right. If, on entering the next hex, the aircraft rolls left and turns to the left, thus accumulating 20 Turning Points to the left, it would then have 5 Turning Points accumulated to the left, as 15 of the Turning Points were required to move the Turn Point Marker from 15 Points Right to 0. [9.22] Clarification: Aircraft are never compelled to accumulate the maximum possible number of Turning Points in a hex. Note that the Aircraft's Movement Allowance Marker is not adjusted to reflect the Movement Allowance in the accumulation of Turning Points or in rolling. [9.23] (Optional) Addition: Aircraft which have moved through an odd number of hexes, however, can "carry over" the last hex they entered into their next Movement Phase. Thus, such an aircraft may, at the start of the next Movement Phase, accumulate Turning Points in the hex it occupies prior to movement. This is normally not permitted, and it is possible here only because the player "carries over" the Movement Point spent for entering the hex from the previous Movement Phase. Otherwise, aircraft with an odd Movement Allowance would be disadvantaged. Players should note such aircraft mentally or place an inverted counter on them. [9.26] Clarification: In regard to aircraft which accumulate Turning Points in a series (e.g., 5/10/5), the series continues from Game-Turn to following Game-Turn. [9.41] Clarification: Aircraft may roll at any time during their Movement so long as they have sufficient Movement Points. Addition: An aircraft (except those in a Pull-Through) may be restricted in the number of Points it may roll in a Movement Phase to the amount it can roll without Movement Point cost if, because of the expenditure of the Movement Point cost for rolling, the aircraft would move a number of hexes equal to or less than its Minimum Throttle Setting. Thus, Rolling cannot be used to excessively slow down an aircraft [9.53] Addition: Exception. Aircraft which are in inverted banks and in Type II or III dives may turn at their Maximum Possible Turn Mode without losing Movement Allowance or Altitude as in Rule 9.55. This maneuver is called a MaxPerf Turn. [9.55] Clarifications: 1. The Movement Allowance Marker is moved backwards to reflect the required loss of speed, and the altimeter is adjusted to show the loss of one level of altitude after the Movement Phase in which such losses occur. 2. For an aircraft to have its Movement Allowance and Altitude reduced under this rule, it must have accumulated Turning Points at its Maximum Turn Mode while its wings were vertical. 3. Note that the shift in the Movement Allowance may be partially or completely cancelled out by Creeping Acceleration in the next Acceleration/Deceleration segment. 4. When missiles turn at their Maximum Rate, they lose one Movement Point for the whole Phase, not one Point per hex. [9.61] Clarification: The aircraft's Movement Allowance marker is not adjusted downward to show the effect of Movement Points expended for Rolling. [10.28] Clarification: Note that the number found by cross-indexing the Levels Climbed and the Movement Allowance or Throttle Setting is the Maximum Movement Allowance. The aircraft's Movement Allowance may be less than this Maximum and it can be increased to this Maximum only through acceleration. [10.3] Correction: The F-4E is at ML (not LO) Altitude. Add 60 to all altitude levels to represent this. [10.4] Addition: An aircraft coming out of a dive into either level night or a less steep dive has its Movement Allowance immediately reduced in certain circumstances. If its Movement Allowance in the dive is greater than its Maximum Movement Allowance in level night or the less steep dive, the Movement Allowance is immediately reduced to the Maximum level night Movement Allowance. It is then reduced an additional one Movement Point for the effects of Fade-Back Deceleration (8.55). If the aircraft's Movement Allowance is still greater than its Throttle Setting, it must undergo Deceleration (8.55). Note, however, that under no circumstances can an aircraft's Movement Allowance exceed its Maximum Throttle Setting (while in level flight) or its Maximum Movement Allowance as listed on the Dive Table (when diving). [10.41] Addition: If an aircraft pulls out of a dive (e.g., goes to a shallower type of dive or level flight) it must undergo Fade-Back Deceleration (8.55) for one Game-Turn if the difference between the aircraft's Throttle Setting and Maximum Movement Allowance is more than one, and for one additional Game-Turn for every two Movement Points difference between the aircraft's Throttle Setting and Movement Allowance. Example: An F-4E comes into level night from a Type I dive at LO altitude with a Movement Allowance of 10. It goes into level night with a Movement Allowance of 7 and its Throttle Setting remains at 3. On the first turn in level flight, the Movement Allowance is reduced to 6 (7 for the Maximum Movement Allowance and one for Creeping Deceleration). On the next Game-Turn, it is reduced by one as the F-4 has a difference of 3 (more than 2) between its starting Movement Allowance and its Throttle Setting. [10.42] Clarification: The figures on the Aircraft Performance Charts Dive Tables under the "Lvls Dvd" column represent the maximum number of levels that can be dived at that type of dive (e.g., on the F-4 dive table, LO altitude, the four possible dives - two Type I and one each Type II and Type III - are for 1-2, 3-5, 6-15, and 16-18 levels respectively). If an aircraft goes from one Type of dive to another with less of a Maximum Movement Allowance (e.g., a MiG-17 diving at the Maximum Movement Allowance of 6 in a Type II dive at LO Altitude going into a Type III dive), its Movement Allowance cannot exceed the Maximum Movement Allowance for the new Type dive and must be reduced if necessary. [10.45] Addition: Reduction in levels dived. Air craft in a Type II or III dive (not a Pull-Through) have the maximum number of levels they can dive reduced if their Movement Allowance is less than the Maximum permitted at that Altitude. For every Movement Point less than the Maximum Movement Allowance in that type of dive that an aircraft has at the start of its Movement Phase, the maximum number of levels it can dive that Game Turn is reduced by one. Thus, an F-4E with a Movement Allowance of 5 making a Type III dive at LO Altitude could lose only 14 levels - four less than the maximum - because its Movement Allowance is also four less than the Maximum. [10.64] Deletion: Delete last sentence. [10.67] Clarification: Energy Points are not expended (except for Pull-Ups) in a dive. [10.68] Clarification: The one Energy Point loss due to Case 10.67 must count toward the loss in Energy Points required by Case 10.68. Energy Points lost under the provisions of Case 10.68, however, do not receive the benefits of Case 10.67. [10.81] Clarification: Aircraft that begin a Movement Phase with a Movement Allowance of zero are also subject to departing controlled flight. Addition: An aircraft is also subject to departing controlled flight if it does not move at least one hex and is not in the steepest type of climb the aircraft can make or in a Pull-Through. Addition: Air craft in a Type II or III Climb or a Pull-Through are subject to departing Controlled flight only if their Movement Allowance is zero or they have not entered another hex in that Movement Phase and the aircraft has climbed a number of levels less than a sum equal to twice the aircraft's Minimum Throttle Setting. [11.12] Clarification: The reduction in Movement Allowance required by section (b) may be counted toward the reduction required by section (c). [11.12] Addition: Exception. This Deceleration by Power does not occur in instances where it would make it impossible for the aircraft to make a Type III Climb (or II in the case of aircraft incapable of Type III climbs) at its new Throttle Setting. [11.12] Clarification: Note that this automatic Deceleration by Power applies only on the Game Turn in which an aircraft enters a Pull-Through from a Type III (or II) Climb. In subsequent Game-Turns in which it begins a Pull-Through, only the penalty in Case 11.17 applies; this is not withstanding the example appended to that Case. [11.13] Correction: Type III Dive should read Type III Climb. [11.42] Addition: Aircraft should roll four points when completing a Split-S. As with a Wingover, there is no additional Movement Point cost for this roll. [11.43] Correction: At the completion of a Split S, an aircraft's Flight Altitude Marker is placed in the level flight box of the Flight Altitude Indicator, just as with a Wingover. [11.62] Clarification: An aircraft with a Movement Allowance of one may make an Immelmann, expending that one Movement Point to perform the maneuver. [11.71] Clarification: An aircraft need not be rolled in the direction in which it intends to make a lateral rudder roll. [11.82] Clarification: The aircraft's Movement Allowance Marker is reduced by one less than the number of Movement Points as stated on the Aircraft's Flight Parameters. This reduction takes place after the aircraft has completed its Movement. Correction: The Flight Altitude Marker is placed two boxes downwards. [11.83] Clarification: The aircraft must either execute a dive or go toward a dive (i.e., move the Flight Altitude Marker downward) on the Game Turns following a Vertical Break. [13.0] Addition: More than one aircraft may occupy the same hex, even at the same altitude. Aircraft may engage in combat with aircraft occupy ing the same hex, treating it as occurring at a range of at least one hex, provided the firing aircraft could have fired at the target aircraft from the level it maintained in the hex from which it entered the target hex. [13.17] Correction: The words Pull-Through and Push-Through should be transposed. [13.19] Addition: Additionally, an aircraft may not engage in Cannon Combat if, in its previous Movement Phase, it has: 1. Performed a Lateral Rudder Roll (11.74) 2. Performed a Barrel Roll (11.93) 3. Rolled six or more points. 4. Rolled four or more points and "jinked" (accumulated Turning Points in two different directions). [13.6] Clarification: TE result = E. [14.14] Clarification: Note that for use of Heat Seeking Missiles, an aircraft has the same tracking cone as the missile it is attempting to fire. [14.15] Correction: In the last sentence, 8 should read 80. [14.19] Clarification: An aircraft may not launch a Missile if, in its preceding Movement Phase (which occurred on the previous Game-Turn), it performed any of the actions which would prevent Cannon Combat under the provisions of Case 13.19. [14.26] Clarification: Remember that a Missile, at the moment it is launched, acquires the same number of Turning and Energy Points that its launching aircraft has. [14.36] Clarification: The maneuvers missiles perform need not be precisely the same as those which the target aircraft performed, and they need not perform them in the same Movement Phase. [14.37] Clarification: A missile in a dive need not increase its Movement Allowance by the Max imum possible addition (Case 10.42, 2nd paragraph applies here). [15.23] Clarification: This procedure is altered slightly for targets which are at a range that is less than six hexes. In such a case, the Target Marker is not placed four hexes away from the target air craft, but rather it is placed halfway between the Minimum Range of the missile (usually the hex two hexes in front of the firing aircraft) and the target aircraft. Note that Heat-Seeking Missiles may never be fired at a target at less than two hexes range including altitude. If fired at such a target, Heat-Seeking Missiles go ballistic and are lost. [16.63] Addition: The second part of the first sentence should read: add three for each hex-point turned by the target aircraft (including those turn ed through Maneuvers); add to the number for the effects of ECM (see Radar Counter Measures, Sec tion 24.0) and subtract the Enemy (non-target) air craft's Radar Lock-On Strength. (See Case 24.15 for an example). [17.12] Correction: "Two pods" should read "one pod." [20.0] Clarification: Surface-to-Air Missiles may be detected only by Radar Search by aircraft with a Radar Search Strength of 9 or 10. For Radar search purposes, the size multiple of all SAMs is reduced by 50% (rounding down). Air-to-air missiles may never be detected in flight by radar search. [20.31] Clarification: Add after last sentence. However, if the aircraft which obtained radar contact subsequently has its contact broken, all unearned radar contacts are broken as well. "Unearned" radar contacts can be converted into normal radar contacts by going through the normal procedure, but with basic PN increased by 50%. [22.23] The last sentence in step C should read: The difference in altitude levels between the firing/searching aircraft and other aircraft must equal this.... (Note that this range is counted including two levels as one hex.) [23.0] Clarification: Aircraft using radar may not attempt infra-red contact from forward looking infra-red detectors. [24.15] Clarification: This includes Corridor Chaff and Chaff Rockets as well. [24.24] Clarification: If more than one radar equipped aircraft searches for an ECM-equipped aircraft, the ECM equipped aircraft may reduce the effectiveness of all the radars attempting to ob tain or maintain contact or lock-on. [24.36] Clarification: If aircraft have lost contact for any reason (including by virtue of Case 24.39 Deception Jamming), they must re-search and obtain a new contact. [24.4] Clarification: Radar Detectors detect lock ons during the first Game-Turn of lock-on attempt. [24.46] Clarification: "Enemy aircraft" should read "Enemy aircraft or ground radar.” [24.54] Clarification: If an aircraft is protected by a Wild Weasel, it may use either the Wild Weasel's or its own ECM for radar jamming, breaking lock-on, and so forth. [24.56] Omission: The Ranges of Jamming are: MiG-23CWW: 36 hexes; F-4GWW: 48 hexes; EF-111EWW: 60 hexes; F-105GWW: 36 hexes pre-1973 and 48 hexes post-1973. For Arcs of Jamming, see Case 24.56. [24.71] Omission: The EF-IIIEWW should use the same table as the F-4GWW. The F-IIIA, CD, and E should use the ALQ-87/91 table (ignoring line 5) prior to 1975 and the ALQ-119M table thereafter. [25.41] Clarification: The range of 12 hexes does not include levels of altitude. [25.62] Addition: Shrikes or AS-7s may not be used against a target unless that target has fired or used its radar at least once in the preceding 20 Game-Turns. For Standards and Harms, this figure is increased to 60 and 80 respectively. [27.0] Clarification: Note that aircrew normally eject after their aircraft has been shot down. Those aircrew who, for some reason, wish to eject before having been shot down add 10 Probability Numbers to their chance of safely ejecting. [28.3] Correction: The MiG-23CWW may carry 4 ASM. [30.21] Correction: MiG's Throttle Setting is 5. [30.34] Clarification: The MiG-21s are C Models. [30.35] Players should note that the U.S. Player may arm his Wild Weasel with Shrike ARMS. [33.0] Additions: 9. India-Pakistan War(1971), India v. Pakistan 10. Ogaden War(1977+), Ethiopia v. Somalia 11. Egyptian-Libyan Fighting (1977), Egypt v. Libya [33.1] Corrections: Iran 75- F-14A Ethiopia 77- MiG-21 (late) Somalia 76- MiG-21 (late) Vietnam 10 May 1965 should be 10 May 1972 [33.6] Correction: Corridor chaff pods have forty Game-Turns worth of chaff. All Aircraft Performance Charts Correction: Flight Parameters Table "Type III Dive" should Read "Push Through." F-86 Sabre Chart Corrections: Turn Mode Table. Throttle Setting should read Movement Allowance. Acceleration Table. Throttle Allowance should read Throttle Setting. F-5E Chart Correction: Climb Table, LO. The second 5 should be a 6. F-18 Chart Correction: Roll Table. 9+ should read 4+. MiG-27 Chart Correction: Turn Mode Table. Throttle Setting should read Movement Allowance. MiG-25 Chart Clarification: The point Values show the Air-Air Point values for the MiG 25A/C/D, respectively; the (0) represents the air ground value of all three. F-4 Chart Corrections: F-4E with slats. Use the turn Mode and Maneuver Figures before slashes, not after. The F-4S has F-4J electronics. The F-4J has internal ECM. F-4 acceleration. ML, Throttle Setting of 7 should be 1. Tornado Correction: Ceiling should be 260 F-18 Correction: Ceiling should be 220 MiG-15 Correction: Acceleration at LO and Throttle Setting of 3 is 4. F-86 Correction: Ceiling should be 197 Su-7 Correction: Su-7C should read Su-7B MiG-17 Correction: The MiG-17D is also known as the MiG-17C. Basic Fighter Maneuvers, Fig. 1 Addition: Note that the MiG would need to have 5 (or more) Turning Points already accumulated before moving to turn one hex point. Note also that after each aircraft moves, its Movement Allowance and Altitude markers on their Control chart are adjusted as both aircraft have accumulated Turning Points at the Maximum Rate with their wings banked at a 900 angle (the only way you can accumulate Turning Points except in a Type II or III dive). The MiG has its MA marker reduced by 2 and the F-4 (being an unslatted "D" model) has its Movement Allowance marker reduced by one. (This information may be found in the Flight Parameters Chart of each aircraft). Both aircraft also have their altitude decreased by one. The MiG ends up at 25 levels, the F-4D at 26. See Cases 9.54 and 9.55 and note that these reductions are made after each air- craft moves. (Note that this description is based on the original version of chart 9.29 without the changes recommended in these errata.) Basic Fighter Maneuvers, Fig. 2 Addition: Note that both the MiG and the F-4E must lose airspeed and altitude for turning at their maximum rate as under Cases 9.54 and 9.55. If the F-4 pilot had been a better tactician and less keen on showing how to yo-yo, he might have done the following: A. Position Determination Phase: The F-4 is advantaged. B. Initiative Determination Phase: The F-4 pilot decides to move second. C. Missile Launch Phase: MiG's too close - use the gun. D. Disadvantaged Aircraft Movement Phase: The MiG moves as shown, then has its MA reduced by 2 and its Altitude by 1 for the maximum rate turn. E. Advantaged Movement Phase: 1. Acceleration/Deceleration by Power Segment: None. 2. Flight Attitude Decision Segment: No change. 3. Acceleration and Deceleration Segment: None. 4. Expenditure of Energy Points Segment: None. 5. Movement Segment: The F-4E moves as follows: a. He enters hex 1010, (which takes one Movement Point), while simultaneously rolling two points to the left (which takes no Movement Points) so that it may accumulate Turning Points at the maximum rate. It then does so, accumulating the Maximum of 15 Turning Points in hex 1010 (which takes another Movement Point). The Turning Marker is adjusted to show 15 turn points accumulated to the left. b. The F-4 enters hex 1009 (one Movement Point) and again accumulates 15 Turning Points (one Movement Point). The aircraft is now moved one hex-point to the left. c. Examining the diagram in Case 9.12, the F-4 now enters hex 1008, (one Movement Point) and does not accumulate any Turning Points. d. Similarly, he now enters hex 0908 (one Movement Point). e. Similarly, he now enters hex 0907 (one Movement Point). The F-4E has now expended all seven of his Movement Points that made up his Movement Allowance for that turn. As he accumulated Turning Points at the maximum rate with his wings vertical under Cases 9.54 and 9.55, the F-4's Movement Allowance Marker is reduced to show a Movement Allowance of 5 (Throttle Setting remains unchanged) and the Altitude is reduced by one level to show 49 levels of altitude. Note that now the F-4 is in the MiG's "slot hex." As the F-4E is at one hex range, there is no altitude difference as the MiG also lost a level and is at 49. The F-4E has a probability number of 36 (the maximum, from adding 34 and 9) of hitting the MiG with its cannon. Goodbye MiG. Note: This example shows the aircraft using the original version of Table 9.29 without the changes recommended in these errata. Suggested Changes: These are not errata as such, but rather changes suggested by some very knowledgeable people who believe that aircraft turn too fast in Air War. They appear to make sense, but I am holding off on making them canonical until we can have further playtesting and evaluation. [9.29] Suggested Change: It has been suggested that this table is in error and that the right hand column should be moved up two lines (e.g., so that now a Turning Mode of 1 is 20 points and a Turning Mode of 3 is 10/15 Points. The last two Turn Modes (17-27 and 28-34) should become 5/0/0/5/0 and 5/0/0/5/0/0 respectively. Note that this is suggested and has not yet been officially approved. [10.3] Correction: Paragraph 3,(b). Increase the Movement Allowance from 3 to 4. Next turn, it will increase to 5, trying to "catch up" with the Throttle Setting. [11.3] Suggested Changes: Reduce all "Game Turns in Type III Climb" by 1. Aircraft with a "0" may execute the Wingover in the same Game-Turn as they enter a Pull-Through. Aircraft completing a Wingover are placed in a Type III climb from which they must pull out normally. [11.4] Suggested Changes: Players using the Suggested Changes to Chart 9.29 should also use these changes to the Split-S rules. Other than these changes, the Split-S rules remain the same. Again these are non-canonical and experimental. 1. Aircraft which have a "0" listed for their "Turns in Push- Through" on the Flight Parameters chart may go from a Type III Dive into a Push-Through, execute a Split-S, and then be put back in a Type III dive all in one Turn. If, however, the aircraft has a Turning Mode of 2 or 3, it may be placed in a Type II rather than a Type III Dive at the player's option. 2. Aircraft with a "1" or more in the "Turns in Push-Through" on the Flight Parameters Chart must begin that number of Movement Phases in a Push-Through before executing a Split-S. Thus, aircraft with a "1" may execute the Push-Through on the first turn the aircraft starts off in a Push Through. 3. Aircraft are placed automatically in the Type III Dive box after completing a Push-Through and must pull out of the dive normally. 11.6] Suggested Change: Increase all "Game Turns in Type III (or II) Climb before making Immelmann" by 2. [11.0l Suggested New Maneuver: HORIZONTAL BREAK [11.01] Prerequisites: In order to perform a Horizontal Break, the aircraft must have its Wings vertical and be in Level Flight or a Dive. [11.02] Procedures: Any aircraft attempting a Horizontal Break must immediately determine if it departs controlled flight. If it does depart controlled flight it does not perform a Horizontal Break, but rather follows the Departing controlled Flight Procedure. If the aircraft does not depart controlled flight it may accumulate Turning Points at one Turning Mode less than its normal maximum for that Movement Phase. At the conclusion of the Move ment Phase, in addition to the Reduction of the aircraft's MA caused by collecting Turning Points at the Maximum Rate with wings vertical, the MA is also reduced by the number of Movement Points required for executing a Break. [11.03] Postrequisites: The aircraft may not execute another Horizontal Break until a Game-Turn subsequent to a Game Turn in which the aircraft accumulated no Turning Points. New Scenarios: Fagots of the Fifties These two scenarios from the 1950s show the MiG 15 in its heyday, coming out worse for wear against Americans and Israelis. These scenarios are also good for those who prefer the cannon combats of the 1950s scenarios to the missiles used in later actions. [30.14] Jebel Libni, 31 October, 1956 General Situation: Captain Yankel and his wingman were on a ground-support mission when they were jumped by two Egyptian MiG's. Yankel spotted the lead MiG just as it was slipping in behind him. The Ouragons turned hard and the MiG went after number 2, but Yankel was able to shoot him off his wingman's tail before the second MiG could intervene. Map A rrangement: north A B Egyptian Aircraf types: two MiG-15bis Movement Allowance: 5 Throttle Setting: 5 Energy Points: #1 4; #2 2 Wings: level Dive/Climb: Type I Dive Missiles: none Hexes: #1 A0914; #2 B0112 Al~i~ude: #1 56; #2 62 Heading: W Israeli Aircraft types: two Ouragons Movement Allowance: 3 Throttle Setting: 3 Energy Points: 0 Acceleration Points: 0 Wings: level Dive/Climb: Level Flight Missiles: none Hexes: #1 A0213; #2 A0211 Altitude: 52 Heading: W Optional Rules: Sun Direction: E Game Length: 15 Game-Turns Victory Conditions: The player to destroy more aircraft wins. If no aircraft are destroyed, the Egyptian player wins if he has fired his cannon at Israeli aircraft at least three times. Any other circumstances are a draw. [30.24] The Last Fagot, MiG Alley 1700,22 July, 1953 Ceneral Situation: Lt. Sam Young led three Sabres of the 51st Fighter Wing into MiG Alley on a high offensive patrol. They spotted a flight of MiG-15's ahead, apparently also on patrol. Lt. Young dived in with his flight and blew away one of the MiG's. It was the last time the MiG-15 and F-86 were to clash in the skies over Korea. Map Arrangement: north A B C D U.S.A.F. Aircraft types: three F-86E's Movement Allowance: 4 Throttle Setting: 4 Energy Points: O Acceleration Points: O Wings: level Dive/Climb: Level Flight Missiles: none Hexes: # I D0305; #2 D0107; #3 D0507 Altitude: #1 140; #2 139; #3 141 Heading: N Chinese Aircraft types: four MiG-15bis's Movement Allowance: 4 Throttle Setting: 4 Energy Points: O Acceleration Points: O Wings: level Dive/Climb: Level Flight Missiles: none Hexes: #1 B0411; #2 B0512; #3 B0314; #4 A1114 Altitude: 130 Heading: E Optional Rules: Sun Direction: NW Pilot Capability: One of the MiG pilots (#4) is a Novice. Special Rules: At the start of the scenario, the F-86's are in visual contact with the MiG's, but the MiG's are not in visual contact with the F-86's and must obtain contact through normal visual search. Only MiG #1 may search. Until the MiG's spot the Sabres; they must fly straight ahead and in level flight Game Length: 20 Game-Turns Victory Conditions: The U.S.A.F. player must shoot down one more aircraft than he loses himself to win. If no aircraft are lost or if the Chinese shoot down an amount equal to or greater than the number they lose, the Chinese player wins. A Few Final Notes [10.5] Correction: Third Paragraph, fourth line: "one Movement Point" should be "No Movement Points." Fifth Paragraph, fifth line: "two different kinds" should read "one kind." [21.23] Addition: If a Turkey attempts the following maneuvers: a Wingover, Immelmann, Lateral Rudder Roll, Vertical Break, or Barrel Roll, he must roll two dice, with a Probability number of 7 of immediately departing controlled flight. If a Novice attempts a Vertical Break or Lateral Rudder Roll, he has a Probability number of 3 of immediately departing controlled flight. [21.24] A Novice has the Turn Mode of his aircraft increase by one (e.g., a Turn Mode of 3 is treated as a Turn Mode of 4). A Turkey has his Turn Mode increased by two. Novices also have all Game-Turns expressed in the Flight Parameters table increased by one Game-Turn. Turkeys have them increased by two Game-Turns. Aircraft and Missile Control Charts: Clarification: All speeds are in Knots calibrated Air Speed.