pbrowne
Posts: 147
Joined: 8/7/2020 From: Perth, Western Australia Status: offline
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This sounds like there is an assumption that damage is only towards one end of a strip. That is, the Minimal Operating Strip (MOS) at one end of the strip is reduced as damage is increased. Or the MOS is composed of sections that are usable. The latter would require the aircraft to either be able to navigate around the damage (craters and spall, which would be everywhere...), or else have Minimal Airfield Operating Surfaces (MAOS) which include taxiways, to enable access to the MOS sections. Otherwise, the only option would be to access the MOS section/s would be off the MAOS and risk damage to undercarriage and engines. Not particularly realistic IMO, especially with jet intakes sucking in spall from damage and dirt. If this assumption is correct, then I suggest that to make this more realistic, probability and randomness is added to the mix to accommodate variations on MOS e.g. hits down the length of the strip, resulting in zero MOS? The probability/randomness would be based on the type of ordnance and delivery system and perhaps other factors. As perhaps suggested by SeaQueen: quote:
Need 1000 ft to take off? On a 2000 ft runway, I need to put more than one big hole in the right places and if I do, it's completely closed to that aircraft type. You might shut down a runway with one hit in the right place, or 3 hits, or 2 hits, or 4 hits. It just depends on placement and what kinds of aircraft are there. Command doesn't really capture that. You just get a sortie rate reduction that might eventually get down to zero. There is an interesting document produced by the US Department of Air Force on Minimal Airfield Operating Surface (MAOS) Selection and Repair Quality Criterial (RQC) at https://www.wbdg.org/FFC/AF/AFTTP/afttp_3_32.12.pdf Peter
< Message edited by pbrowne -- 10/12/2020 3:29:16 AM >
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