Offensive BFM

<body topmargin=0 leftmargin=0 marginheight=0 marginwidth=0> <table cellpadding=0 cellspacing=0 border=0><tr> <td valign="top" height=94 BGCOLOR="#000000" TEXT="#F7F7FF"> <div> <TABLE BORDER="5" CELLPADDING="2" CELLSPACING="6" WIDTH="361" BORDERCOLORLIGHT="#A6CAF0" BORDERCOLORDARK="#C0C0C0" FRAME="BOX" RULES="ALL" ALIGN="BOTTOM" HSPACE="0" VSPACE="0" > <tR> <tD VALIGN=TOP HEIGHT= 16 ><NOBR><div> <A HREF="id29_rrfws.htm" TARGET="_top" TITLE="Training"><U>Hornet Training</U></A></div> </NOBR></tD> <tD VALIGN=TOP WIDTH="70"><div> <A HREF="id131_a.htm" TARGET="_top" TITLE="Glossary"><U>Glossary</U></A></div> </tD> <tD VALIGN=TOP><NOBR><div> <A HREF="id132_a_.htm" TARGET="_top" TITLE="RadioCalls"><U>Radio Calls</U></A></div> </NOBR></tD> <tD VALIGN=TOP><NOBR><div> <A HREF="id170_onlinedictionary.htm" TARGET="_top" TITLE="Online Dictionary"><U>Dictionary</U></A></div> </NOBR></tD> </tR> </TABLE></div> <div> </div> </td> </tr><tr> <td valign="top" height=386 BGCOLOR="#FFFFFF" TEXT="#080000" bgproperties="fixed" background="62400c00egerdp.jpg"> <bR> <div> Offensive BFM</div> <div> <B> <A NAME="obfm"><IMG BORDER="0" SRC="1x1.gif" HEIGHT="1" ALIGN="bottom" WIDTH="1" HSPACE="0" VSPACE="0" ></A></B><B>OFFENSIVE BFM</B></div> <div> <IMG SRC="6c9815a0.jpg" border=0 width="129" height="90" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></div> <div> <TABLE BORDER="0" CELLPADDING="1" CELLSPACING="1" WIDTH="626" BORDERCOLORLIGHT="#C0C0C0" BORDERCOLORDARK="#808080" FRAME="VOID" RULES="NONE" ALIGN="BOTTOM" HSPACE="0" VSPACE="0" > <tR> <tD VALIGN=CENTER HEIGHT= 3300 WIDTH="622"><div> This is the lesson that most of you really want and think will give you the edge. I should have made this the last lesson to keep you from stopping your training here & too early. But, in order to understand the defensive maneuvers that we will discuss next lesson, you need to know what the offensive maneuvers look like first.</div> <div> Offensive BFM is, in a nutshell, what you need to do to kill your opponent. You need to keep your maneuvers smooth and graceful. Sudden jerks, quick directional changes, and basic rough handling of the aircraft will cause loss of energy, speed and attitude (both of the aircraft and your mental attitude when all your fancy moves makes you a wallowing, low speed pig, ripe for the kill by your opponent).</div> <div> The basic objective of Offensive BFM is to put you in control of the fight, and in position for the killing shot. If your opponent has no idea that you are there and maintains a straight and level flight path, no BFM is needed. You just drive up behind the bandit and shoot him. Offensive BFM is needed when the bandit is aware of you as a threat and attempts to maneuver away from you.</div> <div> Once your opponent has begun Defensive BFM maneuvers, you need to employ Offensive BFM maneuvers. To maintain control of the encounter, you must maintain a position in the "6 o'clock" area of the bandit. This is the position where you will get the most effective, likely and controlled shot. This is also known as "flying to the elbow".</div> <DIV ALIGN="LEFT"></DIV> <div> <IMG SRC="527fa3c0.gif" border=0 width="250" height="316" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></div> <div> Figure 3-1</div> <div> Figure 3-1 shows two different scenarios of not using Offensive BFM once a bandit starts to break. If you do nothing, you will drive straight ahead, lose the Angle advantage and will most likely put you at the disadvantage in a hurry. If you turn immediately with the bandit, you will probably end up in front of the bandit and at an obvious disadvantage. What we need here is a hybrid of these two maneuvers to resolve the Angle Problem created by the bandits turn. We need to decide how and when to turn based on what the bandit is doing.</div> <bR> <div> <B>Turns</B></div> <div> One of the most encompassing and important parts of BFM, of any type, is the turn. To be able to develop competency and skill in BFM, you must understand some basic concepts of turns. We will discuss positional energy, turn radius and rate, corner velocity, and turns in the vertical.</div> <bR> <div> <I><B>Energy:</B></I></div> <div> There are two types of energy in air combat maneuvering: kinetic and potential. Kinetic energy is directly related to the speed or velocity that the aircraft is traveling. Potential energy is "stored" energy available for use. This does not mean stored like in batteries. Potential energy is directly proportional to the altitude of the aircraft. At high altitude, the aircraft has a HIGH potential energy, while at low altitude, the potential energy is LOW.</div> <div> The easiest way to explain this is to visualize a jet at 30,000 feet. This pilot has the option to put the jet into a dive, thus increasing his airspeed. The higher he is flying, the more speed he can generate in a dive. An aircraft at low altitude of 5,000 feet has much less room to increase speed in a dive.</div> <div> Always remember: you can trade altitude (potential energy) for speed. Likewise you can trade speed for potential energy. If you have one, you have the ability to have the other when you want or need it.</div> <bR> <div> You can also trade energy for nose position. As I mentioned in lesson one, maneuvering costs energy, and any "dancing" you do will cause your aircraft to slow down and lose energy. The higher the G pull in a maneuver, the more "costly" to your energy level it is. The only consolation to this is that the bandit is working under the same laws of physics and has the same problems to overcome.</div> <bR> <div> <I><B>Turn Radius and Rate:</B></I></div> <div> Turn radius and rate are the two primary characteristics of turns. Radius is just the "tightness" of the turn circle. If you were to look down from a Gods Eye View (see Figure 3-2), the radius is the distance from the center of the turn to the turn circle, or plane, of your aircraft in feet. While the actual math for calculation of turn radius is not important (TR=V<FONT SIZE="2" COLOR="#000000" FACE="Arial" >2</FONT>/gG where TR is Turn Radius, V<FONT SIZE="2" COLOR="#000000" FACE="Arial" >2</FONT> is Velocity squared, g is gravity and G is G force. Got that?), it is critical to understand that Turn Radius increases exponentially with velocity, or speed. A 500 knot turn at 9 Gs will not be twice the size of a 250 knot turn at 9 Gs, but roughly 4 times the size. Just remember that airspeed has a much greater effect on turn radius than does G force effect.</div> <div> <IMG SRC="528faf60.gif" border=0 width="250" height="246" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></div> <div> Figure 3-2</div> <div> Turn Rate is how fast your aircraft can get around the Turn Radius. It also indicates the speed of which you can change the nose position of the aircraft. Turn rate is dependent upon Gs and Velocity (Turn rate = KG/V, where K is a constant and G and V are the same as in the turn radius calculation. The constant is based upon several factors including altitude, humidity, temperature etc.). Turn rate is measured in degrees per second</div> </tD> </tR> </TABLE></div> <div> To really over simplify this, if the velocity remains constant the higher the Gs the faster the turn rate. And inversely, if the Gs remains at a constant, the lower the velocity, the faster the turn rate.</div> <bR> <div> <I><B>CORNER VELOCITY:</B></I></div> <div> Corner Velocity is the airspeed at which your aircraft has the fastest turn rate and tightest Turn Radius. This is not the slowest you can fly while pulling back on the stick as hard as you can. You can not pull higher Gs at slower speeds. Less lift is available, therefore there is less force available to work with. Also, at high air speeds, you are unable to pull high Gs. So somewhere in between really fast and really slow is your Corner Velocity. In most modern jet fighters, this is between 300 to 500 KAS (knots airspeed).F/A-18E has a corner velocity of about 300 KCAS. You will need to play with the handling to figure it out. It also needs to be noted that altitude can affect this figure as well. There are 4 basic means by which you can adjust your airspeed, up or down, to reach Corner Velocity.</div> <bR> <div> Throttle position:</div> <div> Pretty simply here, more throttle to increase your speed, less throttle to slow down.</div> <bR> <div> Drag Devices:</div> <div> So you are going too fast and chopping the throttle wont slow you down fast enough to get to Corner Velocity as soon as you need to. Your main device here is your speed brake. You can also use flaps and as a last resort (not recommended), you could use your landing gear.</div> <bR> <div> Nose Position:</div> <div> Nose Position refers to the nose of your aircraft in relationship to the ground. Point down and you can increase your speed, point up, and you bleed off speed.</div> <bR> <div> Aircraft Gs:</div> <div> The higher G force you exert on the aircraft, the faster you will bleed off energy (speed).<FONT SIZE="5" COLOR="#000000" FACE="Arial" > </FONT>These methods can be used singularly or combined, depending on how much speed you need to increase or decrease. I have often found myself with a chopped throttle, speed brakes out, pulling into a high G slow banking climb in an effort to slow down in a hurry.</div> <div> Point to remember: your first turn is the most important turn in the fight. Blow it and allow the bandit on your 6, the fight could end very fast and with an outcome you would rather not talk about. Use all your tools to achieve corner velocity, and you could be on the bandits 6, in control of the fight, and in a very good position to add a tally to your kill sheet.</div> <div> "Rate Kills" is a common fighter saying. Simply put, a fighter with a higher turn rate can out maneuver a fighter with a tighter Turn Radius. The ability to put your nose on the bandit to allow a shot is more important that being able to fly in a tighter circle. Get to your Corner Velocity, pull your nose on him, shoot him & the party is over, you win. You no longer have to worry about him.</div> <bR> <div> <I><B>VERTICAL TURNS:</B></I></div> <div> There are two key factors for you to consider in a dogfight; the bandit and the ground. Both can kill you. However, the ground can also help you. The gravitational pull of the earth can actually allow you to pull a faster turn rate and tighter Turn Radius than a turn that has you parallel to the ground.</div> <div> The earths gravitational pull causes the actual G force to be different from the G meter reading in your HUD. This is also known as Cockpit G OR "Gods G". The actual G force affecting the fighter is known as "Radial" Gs. Figure 3-3 shows an example of Radial G force vs. Cockpit G force.</div> <div> To really over simplify this, if the velocity remains constant the higher the Gs the faster the turn rate. And inversely, if the Gs remains at a constant, the lower the velocity, the faster the turn rate.</div> <div>                                                           <IMG SRC="529fa250.gif" border=0 width="250" height="293" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></div> <bR> <div> At point A, the fighter begins a high G vertical turn. The HUD is reading 5 Gs. At point B, in the pure vertical, the HUD and actual G force are the same. HUD G registry is the actual G force applied if you are in a full vertical climb or dive. Gravity has no affect on Cockpit G in this position.</div> <div> At this point, your Lift Vector is parallel with the ground. The less parallel the Lift Vector is with the ground, the more effect G force will have on your maneuver, up to a maximum of 1 G. If the Lift Vector is pointing up, you would subtract the G force from your HUD reading. If the Lift vector is pointing towards the ground, you would add to the G force registered. Radial G is merely the effect of gravity on cockpit G. At Point C, completely inverted, the HUD reads 5 Gs, but Radial Gs are actually 6 Gs.</div> <div> As the jet continues down the backside of the vertical turn, at point D, the G force and actual G force is identical again at 5 Gs.<FONT SIZE="5" COLOR="#000000" FACE="Arial" > </FONT>Radial G describes the effect of the gravitational pull of the earth on the aircraft, which could be positive or negative, depending on the attitude, position and maneuver of the aircraft. Radial G is also the determining force for Turn Rate. Each Radial G could be worth up to 4° of Turn Rate per second!</div> <div> Figure 3-4 shows the difference in Turn Radius with all factors being equal (speed, Cockpit G, etc.) except the direction of the vertical turn. It should also be noted that aircraft in the downhill turn has a higher Turn Rate as well.</div> <div> <I><B><IMG SRC="52afa130.gif" border=0 width="250" height="275" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></B></I></div> <div> <B>TURN CIRCLE</B></div> <div> Turn Circle has two basic definitions:</div> <div> "The path a fighter flys through the sky when it turns" and "The area you must position yourself for Offensive BFM to be effective."</div> <div> When a bandit starts to evade and turns, he creates a Turn Circle. To effectively attack him without becoming the prey yourself, you must get "inside" his Turn Circle. The reason for this is, if you begin your attack outside this circle, the bandit has enough "Turning Room" (Turning Room is the offset and distance between you and the bandit) to get back around on you and possibly take control of the fight. Turning Room can be Vertical, Horizontal or a combination of the two.</div> <div> Starting Offensive BFM maneuvers outside of the Turning Circle allows the bandit to continue his turn and cut off any Turning Room you may have been able to get. The up side to this is that you probably have more energy than the bandit. The down side is now you are in a turning fight. Going Vertical while outside the Turning Circle to acquire Turning Room will usually put you into a very compromising position and should be avoided. Any maneuvers you make outside of the Turn Circle will delay you from entering the Turn Circle. You want to get into the Turn Circle as fast as possible with no delay.</div> <div> How do you know when you are in or out of the Turn Circle? To make your decisions on when to turn and what type of turn to do, you really need to know this. Watch the bandits turn rate. Will it allow him to turn fast enough to put his nose on you? If so, you are outside the Turn Circle. This will lead to a Head On BFM situation . If he can not get his nose around and point it at you, you are inside the Turn Circle. You must watch your opponent and compensate for his maneuvers. Based on the jet fighters modeled today in simulations, 2nm is a decent rule of thumb for range to the bandit for estimating basic Turn Circle.</div> <bR> <div> <B>GOING OFFENSIVE</B></div> <div> The entire reason we are doing this is to get the bandit into your "Kill Zone" and end the fight as fast as possible. The longer the fight goes on, the better the odds are that the bandit will get into a position to take a shot at you.</div> <div> CRASH RULE NUMBER 1: If you have a shot take it NOW! Do not wait for a better chance, or until you can get close enough to use guns instead of missiles. To die with a full wing of missiles because you thought, "I might need them later in the mission" is, well ... it is just "plane" silly.</div> <div> As you approach the rear of a bandit, you have a very short period of time before his Defensive BFM will put your missiles out of parameters. As soon as you have a shot, TAKE IT! The harder the defending target turns, the less time you will have before you are forced into a decision on your next move ... and then it may be too late.</div> <bR> <div> So, your missile shot has missed (or you missed the chance before the bandit saw you). You pull into an attacking rear aspect position. The bandit sees you and starts Defensive BFM ... your move. At this point, you are committing the next stage of the fight to guns (or a rear quarter HEATER shot if you're lucky). When do you start your turn to maintain your advantage to "Stay in Control" of the fight? The point you want to begin your turn will be approximately the same place the bandit started his: this is known as the "Entry Window". This window will be to the inside of the bandits turn circle (remember you do not want to start an Offensive BFM maneuver outside of the bandits turn circle). Figure 3-5 shows the Entry Window. Once you enter the window, begin your high G pull into the bandit.</div> <DIV ALIGN="LEFT"></DIV> <div> <IMG SRC="52cfac60.gif" border=0 width="250" height="198" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></div> <div> Figure 3-5</div> <div> Other ways to estimate the Entry Window would be Chaff and Flare possibly dropped by the bandit as he started his turn, or when the bandit is about 30°off of your nose. Or maybe a bit of debris from your near miss missile shot. Watch for any signs that may help you, but do not focus on where you should turn at the expense of not paying attention to what the bandit is doing.</div> <bR> <div> Next consideration as you approach the Entry Window is Corner Velocity. You want to be at Corner Velocity. If you enter too fast or too slow, you will be forced into a Lag Pursuit where you will probably not be able to pull your nose into Lead Pursuit for a gun shot. You must be at your best turn rate, which is Corner Velocity, to have the control and the option to pull your nose around fast enough to take a shot when you want to.</div> <bR> <div> Okay, are you still with me? You have determined the Entry Window, and you have gotten to it at Corner Velocity ... everything is going great so far. Now you want to pull your high G turn into the bandit. The idea now is to keep in Lag Pursuit (by choice) until you have pulled into guns range, somewhere between 2,000 and 3,000 feet. If you find yourself creeping up on Pure Pursuit, back off the stick a little and maintain Lag Pursuit ... and watch your speed during this period so you do not bleed off or pick up too much speed so you keep at Corner Velocity.</div> <div> Once you are in guns range, you must maintain your overtake speed with the throttle. When you take the guns shot, you want to be as close to the same speed as possible. As soon as you go to Lead or Pure Pursuit, the throttle is the key to not over shooting the bandit. You will work the throttle back and forth a lot during this time.</div> <div> (A friend asked me just the other day why all the texture is worn off my TQS throttle in the palm area ... I mean this baby shines. I like to fly in close BFM and usually close to the ground as well which adds a whole new dimension to the arena). You may have the throttle from full idle to full burner during this section and everywhere else in between. You may even need to pull "out of plane", into a High or Low Yo-Yo type maneuver, to keep your position. Figure 3-6 shows a High Yo-Yo maneuver. In the case in this picture, the F-16 is using a High Yo-Yo to bleed speed to keep behind the F-15.</div> <DIV ALIGN="LEFT"></DIV> <div> <IMG SRC="52bfad00.gif" border=0 width="250" height="208" ALIGN="BOTTOM" HSPACE="0" VSPACE="0"></div> <div> Figure 3-6</div> <div> You've worked it, you've jockyed, you have gotten yourself lined up to take a guns shot. There are 3 things that you must now do to get a successful shot.</div> <bR> <div> <B>1</B>. Be in range. Rear (Low) Aspect shots should be taken no more than 2500 to 3000 feet away. Front (High) Aspect shots may be as far as 4000 feet out.</div> <bR> <div> <B>2</B>. You must be in Lead Pursuit when you pull the trigger. Bullets are unguided projectiles. Most gun shots TOF (Time of Flight) is .5 to 1.5 seconds. You must compensate for this by pulling a Lead Pursuit. This is not STAR WARS, these aren't lasers ... they will not fly straight. If you put your nose on the bandit, your shots will pass behind him. Note that the closer you are, the less pronounced the Lead Pursuit will be.</div> <bR> <div> <B>3</B>. You must be in the same plane of motion as the target. Before anyone tells me you can pull a little high and have your bullets drop due to gravity; If this works, you are taking your shot way too far away (and if you consistently hit like this, you have one heck of an eye!). Lets just make it simple: Be in the same plane of motion when you take your shot.</div> <div> <TABLE BORDER="10" CELLPADDING="5" CELLSPACING="3" WIDTH="656" BORDERCOLORLIGHT="#FFFFFF" BORDERCOLORDARK="#808080" FRAME="BOX" RULES="ALL" ALIGN="BOTTOM" HSPACE="0" VSPACE="0" > <tR> <tD VALIGN=TOP HEIGHT= 16 WIDTH="75"><div> <A HREF="id73_cpt.htm" TARGET="_top" TITLE="cockpit"><U>Cockpit</U></A></div> </tD> <tD VALIGN=TOP WIDTH="82"><div> <A HREF="id80_bf.htm" TARGET="_top" TITLE="Basic Flight"><U>Basic Flight</U></A></div> </tD> <tD VALIGN=TOP WIDTH="80"><div> <A HREF="id88_bfm.htm" TARGET="_top" TITLE="BMF"><U>BFM</U></A></div> </tD> <tD VALIGN=TOP WIDTH="78"><div> <A HREF="id94_form.htm" TARGET="_top" TITLE="Formation"><U>Formation</U></A></div> </tD> <tD VALIGN=TOP WIDTH="75"><div> <A HREF="id105_mt.htm" TARGET="_top" TITLE="Mission Tactics"><U>M-Tactics</U></A></div> </tD> <tD VALIGN=TOP><NOBR><div> <A HREF="id171_campaigns.htm" TARGET="_top" TITLE="Campaigns"><U>Building 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