Over the past week, Russian fighters have already intercepted three foreign reconnaissance aircraft, in particular over the Baltic, where NATO exercises are taking place. Military experts told 360 what interception is and why other countries send aerial spies to Russian borders.
On June 10, a Su-27 fighter intercepted two US and Swedish Air Force aircraft near the Russian border, over the neutral waters of the Baltic. The Department of Information and Mass Communications of the Ministry of Defense reported this to RIA Novosti. Following international rules for the use of airspace, the pilot escorted the aircraft, preventing them from violating the Russian border.
“The crew of the Russian fighter jet approached the airborne objects at a safe distance and identified them as US Air Force RC-135 and Swedish Air Force Gulf Stream reconnaissance aircraft,” the department said.
From June 9 to June 21, NATO exercise Baltops 2019 is being held in the Baltic Sea. 8.6 thousand military personnel, as well as 40 ships and submarines from 18 alliance countries and partner states. For the first time in a long time, ships of the US Second Fleet, recreated in 2018, joined the exercises.
And on June 4, the agency cites a message from the press service of the US Sixth Fleet, a Su-35 fighter intercepted a P-8A Poseidon reconnaissance aircraft three times in international airspace above Mediterranean Sea. The US military called the second rapprochement “dangerous.” The Russian aircraft flew directly in front of the P-8A at high speed, causing a wave of turbulence.
“We expect that they (the Russian side - editor's note) will behave within the framework of international standards established to ensure security and prevent incidents.<…>Unsafe interceptions increase the risk of miscalculation and the possibility of mid-air collision,” the statement said.
In 2018, Aerospace Forces aircraft escorted more than 980 thousand aircraft, including three thousand combat aircraft, of which one thousand were reconnaissance aircraft.
What is interception
Military expert Alexey Leonkov explained to 360 that Russia has a layered air defense system. If radar stations detect aircraft with transponders turned off approaching the borders, then fighter jets are lifted into the air. They approach the “guests” and determine which ship it is - civilian or military.
“At this time, radio intelligence stations determine whether the equipment of their aircraft is working at this time. They see aircraft with transponders not turned on, which are trying to conduct radar reconnaissance of our territory,” Leonkov added.
Then Russian fighter accompanies the “guest” with special signs and maneuvers, showing that someone else’s plane is violating borders by approaching them too close. It establishes a general connection, and if the pilot does not respond to calls to leave the airspace, Su pilots demonstrate weapons - air-to-air missiles.
“If the crew is reasonable, then the plane leaves with nothing, without intelligence data. If a further violation occurs, foreign pilots do not respond to commands and continue on the same course deep into the country, then maneuvering and warning fire begin along the aircraft’s course. If the plane still does not react, then either it is forced to land, or, if this is impossible, a decision is made to shoot down the air border violator,” the expert said.
International space
In international airspace or over neutral waters, ships are intercepted by reconnaissance aircraft, which, using side-view stations, can look 300-400 kilometers deep into Russia and learn as much as possible about counter-defense weapons and the operation of radio equipment. To prevent the collection of data, fighters are sent into the air, which get on the nerves of foreign pilots and force them to stop reconnaissance.
“If our planes had done this, the Americans would have acted the same way. For example, they accompany our strategic aviation aircraft on Far East. Or when our ships fly to Kaliningrad,” Leonkov added.
During the Cold War, the interlocutor added, the Americans often “disturbed our peace” by sending not only reconnaissance planes to the borders, but also strategic bombers with nuclear warheads. These days, the expert noted, the event has become not only ordinary, but regular. Especially where military operations or exercises are taking place.
Political plane
Military expert Sergei Khatylev explained that the rules of flight in international airspace explain what waters and at what altitude you can fly over, what distance you can approach, what signs you need to use, and so on. All these rules are spelled out in international, state documents, as well as documents of the Ministry of Defense and military departments. Russian pilots always strictly fulfill these requirements.
“And all these complaints from the United States and European countries that our pilots fly too close and interfere with their missions are pure disrespect, rudeness and dissatisfaction. Previously, they flew and no one controlled them so tightly, but now they are controlled - and they engage in deliberate provocations,” Khatylev said.
In particular, on June 10, the US military jammed a plane flying over the Baltic for two hours, trying to interfere with the operation of communications in Kaliningrad. Including those that provide aviation flights. All cases of interceptions are always investigated both by the military departments of the countries whose ships participated in the event, and by international organizations. And loud statements about “dangerous” interceptions are made to escalate the situation.
“This is mainly done on a political level. As a rule, the statements have nothing to do with the military or the use of airspace. It’s just ambition: “You fly fast, you fly close,” Khatylev concluded.
All this is reminiscent of Korean history, when the USSR and the USA entered into direct conflicts
Pentagon officials said their planes intercepted Russian Su-25s. This happened in the skies over the territory controlled by the Kurdish allies of the United States. According to the Americans, the F-22 fighters were forced to perform several dangerous maneuvers in order to turn around the intruders. Moreover, infrared traps and dipole reflectors were allegedly even used. It follows from this that the Americans seriously believed that the arriving Russian attack aircraft were going to carry out bombing in areas controlled by the Syrian Democratic Forces, because such means are used primarily to disable homing systems. These measures were enough for the Su-25s to return to the airspace controlled by Damascus and Russia.
Some time later, the Russian Ministry of Defense issued a refutation. The incident was explained completely differently. Su-25 Russian Aerospace Forces escorted a humanitarian convoy moving near Syrian city Mayadin, which is under the control of Damascus and is located on west coast Euphrates. At some point, an F-22 approached one of the planes, and for some reason it actually began to use infrared decoys, making it difficult for the Russian pilots to work. To prevent interference, a Su-35 descended from a height of ten kilometers towards the American plane, which in a couple of minutes forced the F-22 to fly back.
Since the fighting moved to Deir ez-Zor province, such incidents occur frequently. Russian aircraft and helicopters are invading the space beyond the eastern bank of the Euphrates and even Iraq. This is a violation of the agreement on the division of operation zones. Russia agreed on this with the Coalition to exclude such situations, but it often violates the agreement. Most often this happens due to the actions of the regime's army - aviation and even ground troops invade areas prohibited for them. This does not look like fighting the Islamic State, and therefore is a provocation. This harms security in Syria and Iraq.
According to the Australian, Russia did this in order to demonstrate the superiority of its old-generation aircraft over American modern systems. But the task could not be completed. A situation is also possible that the United States believes has already occurred. Allegedly, Russian planes were caught several times bombing Kurdish-controlled cities and villages. For this reason, target interception was required.
* The Islamic State movement (ISIS) was recognized as a terrorist organization by a decision of the Supreme Court of the Russian Federation on December 29, 2014, and its activities in Russia are prohibited.
Speculations about the “Soviet threat” repeated in every possible way are necessary for militaristic circles Western countries to reinforce and cover up their plans for an arms race and material preparation for war. One of the activities of the Pentagon and its partners in this direction was the creation of a widely ramified system, which includes as active means combat aircraft.
The tasks assigned to air defense aviation are formulated in the foreign military press as follows:
- destruction of single or groups of enemy aircraft invading the airspace of NATO countries;
- air cover of “dead” zones that are not protected by anti-aircraft weapons or were formed as a result of the enemy’s destruction of some missile defense positions;
- air protection of certain directions or areas of its territory.
Air defense combat aircraft
Air defense combat aircraft in the foreign press are usually called fighter-interceptors or simply interceptors. In some air forces European countries NATO uses conventional fighters equipped with appropriate weapons, or some modernized multi-role tactical fighters, to carry out air defense missions. They are sometimes called air defense fighters. They operate, as a rule, in simple meteorological conditions.Fighter-interceptors abroad are considered to be the F-106 Delta Dart (Fig. 1), F-101 Voodoo, F-102 Delta Dagger (), F.3 and F.6 (). Fighters that are used to intercept air targets and are armed with appropriate weapons for this purpose include: F-5A (,), F-101G (,). Examples of multi-wing tactical fighters that have been modernized for air defense purposes are the -C (), F-4E 2 (USA) aircraft. They are equipped with either higher-power engines, or starting boosters, or special systems that allow you to automatically reach the target and fire weapons.
Rice. 1. A flight of F-106 interceptor fighters in flight
The difference between an interceptor fighter and a fighter, as foreign military experts previously believed, was as follows. The first one did not necessarily have to have high maneuverability characteristics. Basically, he was assigned the role of carrier of air-to-air missiles. He was required to operate in any weather conditions, day and night, reach the target without complex maneuvers and hit it mainly while catching up at the greatest possible distances from the covered object or territory.
A fighter usually destroys a target in close air combat at a relatively short distance from the covered object or group of aircraft.
However, the experience of the wars in Vietnam and also showed that air battles that began with missile launches from long distances often developed into short-range maneuvering ones. Many guided missiles did not reach the target due to restrictions on overload and the widespread use of various RPD means. Therefore, in the future, aircraft used as fighter-interceptors improved their maneuverability, on-board equipment and weapons.
In the unified NATO air defense system in Europe, control and warning centers are responsible for directing aircraft to targets.
According to foreign press reports, to expand aviation control capabilities, including guidance, the United States is developing. Aircraft equipped with this system are capable of detecting air targets long before they are registered. The aircraft crew, having identified the target, can call interceptor fighters and direct them at it.
Performing an interception
The interception flight is carried out from the “duty at the airfield (aircraft carrier)” or “duty in the air” position. An independent search for the enemy in the air can also be used.Interception from the position of “duty at the airfield” is considered the most optimal in terms of expenditure of forces and resources. It is recommended to use it when fighters manage to take off, approach the target and destroy it on the approaches to covered troops or objects (at given interception lines) even before the air enemy uses weapons.
The foreign press reported that some of the crews of NATO fighter-transmitters are on duty at airfields around the clock. They can be in 5- or 15-minute readiness for departure (for duty crews of UK fighter-interceptors, 5- and 10-minute readiness is established).
Interception from the position of “duty in the air” is that when an air enemy appears, fighters from the duty zones are sent towards him and attack him.
Duty in the air is organized in the event that fighters do not have time to intercept the enemy at a given point from the “duty at the airfield” position or for some reason it is impossible to obtain timely information about him.
Crews independently search for the enemy using onboard radar and visually. The search is usually organized in those areas and at those airspace altitudes that are not visible by ground-based radars. For orientation, crews can be given by radio general information about the air situation: the probable location of the enemy, the nature of his actions, the number of targets, etc.
During interception, control centers direct the fighter to the target until its on-board radar is detected or captured. After this, the fighter crew attacks the target independently, taking the appropriate position and observing the missile launch range or firing from cannons.
The start of an attack depends on the target detection and acquisition range of the airborne radar (currently it ranges from 40 to 90 km), and the missile launch line is selected based on their firing ranges (for missile-launched missiles the maximum range is 15 km, and for missiles it is 25 km) .
According to foreign experts, an enemy aircraft can be attacked: from the tail, from the front, from the traverse, or on intersecting courses. The choice of attack direction depends on many factors, and primarily on the position of the target relative to the interceptor at the time of the meeting, as well as on the weapon mounted on it.
The foreign press cited the following example of a training mission performed by the crew of an F-106 aircraft to intercept an air target flying at high altitude at subsonic speed (Fig. 2)
Rice. 2. Scheme of interception (on a collision course) of an air target flying at high altitude (1 and 2 - beams of the onboard radar when viewing and locking on a target, an explanation of other designations is given in the text)
Having detected and identified the air “enemy” (Fig. 2, a), the control center transmitted commands for the fighters to take off (Fig. 2, b). The takeoff of the aircraft, armed with two Falcon AIM-4F missile launchers, took place in afterburner mode. At a speed of 350 km/h, the interceptor lifted off the runway. The afterburner was turned off at a speed of 460 km/h. Then, having reached a speed of 750 km/h, the plane began to quickly gain altitude (Fig. 2, c), increasing the speed to 950 km/h. After that, he switched to horizontal flight. The pilot established radio contact with the control center (Fig. 2, d). Next, commands to the plane were received via a telemetry line. The on-board indicator constantly displayed data (course, airspeed, altitude), which the pilot used to guide the aircraft to the “enemy” (target). At the same time, the pilot received information about it (course, speed, altitude, as well as range and azimuth).
On the cartographic indicator, the pilot saw the position of his aircraft relative to the target and determined the interception method. When the target mark was at the appropriate height and range, the pilot removed the weapon control system fuse, selected the appropriate radar viewing sector and pointed the antenna at the air “enemy” (Fig. 2.d), who was flying on a collision course at an altitude of 12,000 m (distance to it was 50 km). The attack was carried out using the “snap-up” method, which involved quickly approaching the “enemy” and then attacking him from below on a collision course. To do this, the pilot turned on the afterburner, and the plane quickly went to supersonic speed. When the target was 5° to the left of the aircraft centerline, the onboard radar captured it (Fig. 2, f). After this, the pilot contacted the control center and began to independently carry out the final stage of the attack (the aircraft can be controlled automatically or manually). Having selected the range scale “26 km” on the radar indicator screen, the pilot observed the target mark.
At a distance of approximately 22 km from the “enemy” (its superiority over the attacking aircraft was not reported in the foreign press), the interceptor began to reach the missile launch line. The direction to the target was maintained by combining the command index with the central indicator mark. The plane was put into a sharp climb. The outer range ring on the indicator screen began to narrow, and when it reached the size of the launch range ring, the missile automatically left the guides (Fig. 2, g). A signal appeared on the indicator indicating that the rocket had launched. Then the plane performed a maneuver to exit the attack (Fig. 2, h). The return of the interceptor fighter to the air base also took place according to commands from the control center.
If the air “enemy” interfered during an attack, the pilot turned on the on-board radar in the interference tracking mode and the station re-acquired the target. In this case, another rocket was automatically launched.
Approximately the same scheme for intercepting high-altitude targets, as noted in the foreign press, is also inherent in other types of interceptor fighters. Characteristic of them is take-off in afterburner mode, rapid approach to the target and a quick attack.
According to American pilots, attacking air targets using the snap-up method is the most difficult and much attention is paid to its development.
To repel a massive enemy raid, as reported in the foreign press, air defense fighters are supposed to be brought into battle in three echelons: the first - from the air duty zones (beyond the rear border of the zones affected by the first lane of missile defense fire); the second - from airfields of five-minute readiness (100-120 km from the front line); the third - from 15 minutes of readiness. In this case, the group will be guided to an air target by the leader.
Combat training
The NATO command pays great attention to increasing the combat readiness of fighter-interceptor crews. For this purpose, regular inspections of aviation units and air defense units are carried out, competitions and exercises are organized.For routine training, F-106 fighter-interceptors, for example, use the training ground at Tyndall Air Force Base (Florida). Each squadron of these aircraft conducts aerial firing there for a week every year. In addition, every day aircraft crews conduct training interceptions of targets flying at high and low altitudes using RPD systems.
The NATO command, in addition to individual pilot training, organizes annual exercises during which the tasks of air defense of troops and facilities using fighter aircraft are solved. For example, in 1974, such exercises were “Crack Force” and .
MOSCOW, November 28 – RIA Novosti, Andrey Kots. Pilots of duty fighter aircraft of the Russian air defense have literally been living in the sky in recent months. NATO aircraft appear at the country's borders more and more often: more than ten times a week, according to the Ministry of Defense. At the same time, the aviation of the “Western partners” is behaving more and more boldly and assertively. However, serious incidents have so far been avoided, largely thanks to the professionalism and composure of Russian fighter pilots. Read about what air interception is according to all the rules of aviation tactics in the RIA Novosti material.
Information warfare between large states can often cast a generally routine situation in a light unfavorable for one of the parties. On Tuesday, CNN, citing sources in the Pentagon, reported that the P-8A Poseidon anti-submarine patrol aircraft of the US Air Force. The crew of the fighter allegedly, for no apparent reason, “cut off” the American over the neutral waters of the Black Sea - with a sharp maneuver from right to left, he crossed the course of the Poseidon. At the same time, the R-8A was thoroughly “churned up” by the jet streams of the powerful Su-30 engines, after which the purely “peaceful” side chose not to get involved with the “bully” and went away.
As military experts and civilian analysts have repeatedly stated, the main goal of NATO reconnaissance missions near Russian borders— test of air defense forces for strength. How quickly they react, where they are located, what complexes they are represented by. VKS respond to each such “visit” as quickly as possible. Firstly, other countries do not necessarily need to own one important information. Secondly, repelling a military aircraft defiantly heading towards the border of a sovereign state is a matter of prestige and principle. Thirdly, it is unknown what order the pilot of the potential intruder received. This means that its interception is a matter of national security. As a rule, each air operation is carried out according to a clear scenario.
“First of all, the aircraft must be escorted,” Major General, Honored Military Pilot of Russia Vladimir Popov told RIA Novosti. “The fighter on duty approaches the target and follows a parallel course with it. The main task at this stage is to identify the intruder aircraft. Next the interceptor transmits primary information to the ground: type of aircraft, nationality, tail number. Immediately after this, the fighter pilot begins to actively attract the attention of the suspicious aircraft - it is necessary to show that he is under surveillance. The pilot, continuing to move on a parallel course, makes a quick roll left and right - “flapping its wings”. On the one hand, it says: “Pay attention, I’m here!” On the other hand, it clearly demonstrates the air-to-air missiles mounted on slings under the wings.”
If the intruder does not react in any way, the fighter, maintaining the same course, increases speed and moves slightly forward in order to be guaranteed to be within the visibility range of the crew of its counterpart. When the pilot is convinced that he is being observed, he turns the control stick and makes a delicate “nod” towards the state border, hinting that it is time for the visiting guest to be honored. If the intruder does not respond, the pilot repeats all the elements in the same sequence, but from the other side of the suspicious aircraft. According to the rules of aviation etiquette, these actions are extremely correct, “gentlemanly” signals.
“In most cases, our pilots do not have contact with NATO aircraft,” Popov emphasized. “We cannot talk to the intruder pilot because we usually do not know his radio frequency. But if we do know, then, of course, we continuously bombard the airwaves with messages about "his behavior is unacceptable and we strongly recommend that he change course. In Syria, by the way, Russian and American aviation at least coordinate their actions and have a common communication channel. This allows us to avoid potential air accidents. But such cooperation today is very rare."
Impudence or breakdown
Over the past three to four years, the situation in the sky has become more tense. At NATO's initiative, many programs for interaction between Russian and Western military aviation were curtailed. If earlier representatives of the North Atlantic Alliance warned the Ministry of Defense about planned flights in countries neighboring Russia (for example, in the Baltic states), now they prefer to remain silent about them. Moreover, NATO has significantly increased the number of cross-border air operations.
“We don’t know in advance who, what and why is sniffing around our borders,” says the major general. “Maybe the plane is flying by, maybe it has a breakdown. Or maybe it’s deliberately forcing us to react so that Western politicians will later once again they stated that the “Russian bear" does not know how to behave in the air. By the way, if we take the American version of Saturday’s events on faith, then it was their Poseidon that was “rude.” If our Su-30 really “cut off” R- 8A and patted him with his jet streams, which means that the “anti-submarine man” brazenly ignored all the previous “gentlemanly” signals. And the fighter pilot had to attract the attention of the “Poseidon” in a more aggressive way. I can assume that the American side was moving at a slight angle towards ours border, so the Russian pilot could decide on such a maneuver."
If the intruder is not timid and is not frightened by turbulence, the interceptor “cuts off” him again. At the same time, he can request help from another machine. Next, two fighters take the reconnaissance aircraft in pincers and accompany it from both sides. If the intruder, even under such an escort, nevertheless crosses the border, the interceptors, with careful but unambiguous maneuvers, begin to force him to land at a Russian airfield. The second scenario is that the fighter pilot can show a “yellow card” and open fire along the intruder’s flight path from a cannon, as well as a combat or signal flare. This is both a clear threat and a last-ditch attempt to attract attention: “Where are you going?! Turn around immediately!” According to Vladimir Popov, similar situations arose regularly on the borders of the USSR in the 50s of the last century.
“I want to emphasize that today such a development of events is very rare,” said the lieutenant general. “Pilots of most countries fly politely and still do not cross the border. They provoke, yes. But they know when to stop. One more point: it is very important understand that even a military aircraft can experience a failure of radio equipment and navigation systems. And it is in distress, but is not able to give a signal. In this case, we politely “land” it with us, and then release it on its own."
Viktor Popov recalled how a Russian plane found itself in a similar situation. On September 15, 2005, a group of Su-27 fighters flew from the Siversky airfield in the Leningrad region to one of the air bases near Kaliningrad. Already on the route, the pilot of one of the cars, Major Valery Troyanov, reported loss of orientation. Having exhausted the fuel supply, the pilot ejected. It turned out that he ended up on Lithuanian territory by mistake. The fighter crashed 55 kilometers from Kaunas. During the investigation, it turned out that the causes of the accident were piloting errors, as well as a failure of the navigation system.
The pilot, fortunately, survived. A loud international scandal was avoided - it was obvious to experts that the plane crossed the border unintentionally. However, this incident provoked a scandal in Lithuania when it became clear that the “invasion” of the Russian “drying” went unnoticed by the national air defense.
Last argument
However, we must not forget that cross-border incidents in the air can end much more tragically.
“A fighter pilot has the right to open fire only if a foreign aircraft has violated airspace, has not responded to previous signals and refuses to follow the convoy,” explains Vladimir Popov. “The pilot requests ground and, if he receives the appropriate order, shoots down the target. The most striking example: on November 28, 1973, an Iranian Air Force RF-4C reconnaissance aircraft, piloted by Iranian and American pilots, invaded the airspace of the USSR through Armenia and Georgia from Turkey. In the Georgian region, our MiG-21SM fighter under the control of the captain flew out to intercept Gennady Eliseev. He had two missiles. He launched one along the flight path of the enemy aircraft as a warning. He did not turn away. Eliseev hit the second missile to kill, but it lost its target in the clouds. And the cannon jammed.
An order came from the ground to stop the enemy at any cost. It was unknown what equipment and weapons the intruder was carrying and what its purpose was. And Eliseev decided on the last argument. He rammed the enemy, hitting his plane from below. The Soviet captain was killed and the RF-4C crew ejected and were captured on the ground. Later they were exchanged for our scouts. This incident is the first aerial ramming on a supersonic aircraft in the history of aviation. Western pilots prowling along Russian borders today would do well to remember him more often.”
Pilots of duty fighter aircraft of the Russian air defense have literally been living in the sky in recent months. NATO aircraft appear at the country's borders more and more often: more than ten times a week, according to the Ministry of Defense. At the same time, the aviation of the “Western partners” is behaving more and more boldly and assertively.
However, serious incidents have so far been avoided, largely thanks to the professionalism and composure of Russian fighter pilots. Read about what air interception is according to all the rules of aviation tactics in the RIA Novosti material.
Information warfare between large states can often cast a generally routine situation in a light unfavorable for one of the parties.
The crew of the fighter allegedly, for no apparent reason, “cut off” the American over the neutral waters of the Black Sea - with a sharp maneuver from right to left, he crossed the course of the Poseidon. At the same time, the R-8A was thoroughly “churned up” by the jet streams of the powerful Su-30 engines, after which the purely “peaceful” side chose not to get involved with the “bully” and went home.
The version of the Russian Ministry of Defense is much more prosaic. The American plane was moving at high speed towards the Russian state border. A fighter from the duty air defense forces of the Southern Military District flew out to intercept it.
The Su-30 approached the Poseidon, flew around the aircraft, and determined its type and nationality. After this, both aircraft went about their business - the R-8A headed away from the Russian borders, and the Su-30 returned to the airbase. In principle, it’s difficult to even call this event an interception - they “greeted” and ran away.
"Gentlemanly" signals
As military experts and civilian analysts have repeatedly stated, the main purpose of NATO reconnaissance missions near Russian borders is to test the strength of air defense forces. How quickly they react, where they are located, what complexes they are represented by.
VKS respond to each such “visit” as quickly as possible.
First, other countries do not necessarily have such important information.
Secondly, repelling a military aircraft defiantly heading towards the border of a sovereign state is a matter of prestige and principle.
Thirdly, it is unknown what order the pilot of the potential intruder received. This means that its interception is a matter of national security. As a rule, each air operation is carried out according to a clear scenario.
“First of all, the aircraft must be escorted,” Major General, Honored Military Pilot of Russia Vladimir Popov told RIA Novosti. - The fighter on duty approaches the target and follows a parallel course with it. The main task at this stage is to identify the intruder aircraft.
Next, the interceptor transmits primary information to the ground: aircraft type, nationality, tail number. Immediately after this, the fighter pilot begins to actively attract the attention of the suspicious aircraft - it is necessary to show that he is under surveillance.
The pilot, continuing to move on a parallel course, makes a quick roll to the left and right - “flapping his wings.” On the one hand, it says: “Pay attention, I’m here!” On the other hand, it clearly demonstrates air-to-air missiles mounted on slings under the wings.”
If the intruder does not react in any way, the fighter, maintaining the same course, increases speed and moves slightly forward in order to be guaranteed to be within the visibility range of the crew of its counterpart.
When the pilot is convinced that he is being observed, he turns the control stick and makes a delicate “nod” away from the state border, hinting that it is time for the visiting guest to be honored.
If the intruder does not respond, the pilot repeats all the elements in the same sequence, but from the other side of the suspicious aircraft. According to the rules of aviation etiquette, these actions are extremely correct, “gentlemanly” signals.
“In most cases, our pilots do not have contact with NATO aircraft,” Popov emphasized. - We can't talk to the intruder pilot because we usually don't know his radio frequency.
But if we know, then, of course, we continuously bombard the airwaves with messages about the inadmissibility of his behavior and strongly recommend that he change course. In Syria, by the way, Russian and American aviation are somehow coordinating their actions and have a common communication channel.
This avoids potential air accidents. But such cooperation is very rare today.”
Impudence or breakdown
Over the past three to four years, the situation in the sky has become more tense. At NATO's initiative, many programs for interaction between Russian and Western military aviation were curtailed.
If earlier representatives of the North Atlantic Alliance warned the Ministry of Defense about planned flights in countries neighboring Russia (for example, in the Baltic states), now they prefer to remain silent about them. Moreover, NATO has significantly increased the number of cross-border air operations.
“We don’t know in advance who is snooping around our borders, what and why,” says the major general. - Maybe the plane is flying by, maybe it has a breakdown. Or perhaps he is deliberately forcing us to react, so that later Western politicians will once again declare that the “Russian bear” does not know how to behave in the air.
By the way, if we take the American version of Saturday’s events on faith, then it was Poseidon who was “rude”. If our Su-30 really “cut” the R-8A and battered it with its jet streams, it means that the “anti-submarine officer” blatantly ignored all the previous “gentlemanly” signals.
And the fighter pilot had to attract the attention of Poseidon in a more aggressive way. I can admit that the American plane was flying at a slight angle towards our border, so the Russian pilot could decide on such a maneuver.”
If the intruder is not timid and is not frightened by turbulence, the interceptor “cuts off” him again. At the same time, he can request help from another machine.
Next, two fighters take the reconnaissance aircraft in pincers and accompany it from both sides. If the intruder, even under such an escort, nevertheless crosses the border, the interceptors, with careful but unambiguous maneuvers, begin to force him to land at a Russian airfield.
The second scenario is that the fighter pilot can show a “yellow card” and open fire along the intruder’s flight path from a cannon, as well as a combat or signal flare.
This is both a clear threat and a last-ditch attempt to attract attention: “Where are you going?!” Turn around immediately!” According to Vladimir Popov, similar situations arose regularly on the borders of the USSR in the 50s of the last century.
“I want to emphasize that today such a development of events is very rare,” said the lieutenant general. - Pilots from most countries fly politely and still do not cross the border. They provoke, yes. But they know when to stop.
One more point: it is very important to understand that even a military aircraft can experience failure of radio equipment and navigation systems. And he is in distress, but is unable to give a signal. In this case, we politely “plant” him with us, and then let him go home.”
Viktor Popov recalled how a Russian plane found itself in a similar situation. On September 15, 2005, a group of Su-27 fighters flew from the Siversky airfield in the Leningrad region to one of the air bases near Kaliningrad.
Already on the route, the pilot of one of the cars, Major Valery Troyanov, reported loss of orientation. Having exhausted the fuel supply, the pilot ejected. It turned out that he ended up on Lithuanian territory by mistake. The fighter crashed 55 kilometers from Kaunas. During the investigation, it turned out that the causes of the accident were piloting errors, as well as a failure of the navigation system.
The pilot, fortunately, survived. A loud international scandal was avoided - it was obvious to experts that the plane crossed the border unintentionally. However, this incident provoked a scandal in Lithuania when it became clear that the “invasion” of the Russian “drying” went unnoticed by the national air defense.
Last argument
However, we must not forget that cross-border incidents in the air can end much more tragically.
“A fighter pilot has the right to open fire only if a foreign aircraft has violated airspace, has not responded to previous signals and refuses to follow the convoy,” explains Vladimir Popov.
The pilot requests “ground” and, if he receives the appropriate order, shoots down the target. The most striking example: on November 28, 1973, an Iranian Air Force RF-4C reconnaissance aircraft, piloted by Iranian and American pilots, invaded Soviet airspace from Turkey through Armenia and Georgia.
In the Georgian region, our MiG-21SM fighter flew out to intercept, under the control of Captain Gennady Eliseev. He had two missiles. He launched one along the enemy aircraft's flight path as a warning.
He didn't turn away. Eliseev fired a second missile to kill, but it lost its target in the clouds. And the cannon jammed.
An order came from the ground to stop the enemy at any cost. It was unknown what equipment and weapons the intruder was carrying and what its purpose was. And Eliseev decided on the last argument. He rammed the enemy, hitting his plane from below. The Soviet captain was killed and the RF-4C crew ejected and were captured on the ground. Later they were exchanged for our scouts.
This incident is the first aerial ramming of a supersonic aircraft in the history of aviation. Western pilots prowling along Russian borders today should remember him more often.”
