The purpose of the Air-to-Air (A/A) chapter is to review the basic spectrum of the F/A-18 in aerial combat. This consists of a series of mission elements and types that use a building block approach to reach the required level of proficiency. The areas include preparation, system/fence checks, aircraft handling characteristics (AHC), basic fighter maneuvers (BFM), air combat maneuvers (ACM), intercepts, and gun employment.

Aerial combat is by far the most difficult aspect of flight for the fighter pilot to understand and master. The arena is very dynamic, and the skills used must be learned over time. Personal desire and discipline will determine how quickly the individual masters the required skills. To reach the end objective of achieving a first look, first kill capability, you must train in an environment which begins with the basics of a close-in engagement and then progress to beginning the engagement beyond visual range (BVR). Your training should emphasize not only offensive skills, but high-aspect and defensive skills as well. Furthermore, your training should transition from 1 v 1 maneuvering to operating as a team to provide mutual support as elements and flights.

Before a fighter pilot can employ the F/A-18 to its optimum use, he must understand his limits within the F/A-18's capabilities and the F/A-18's limits within its flight envelope. To develop a sense of aircraft performance and potential, without constant reference to flight instruments, one needs to fly the aircraft in a series of maneuvers that explores the aircraft's flight envelope and reinforces the pilot's awareness of aircraft performance. Exercises and maneuvers that expose the pilot to various parameters within the F/A-18's flight envelope are: the horn awareness and recovery training series (HARTS), aerobatics, and advanced handling maneuvers.

Before entering the combat arena, know the status and capability of your weapon systems. Developing your own weapon systems check. It should be accomplished with minimum use of time and fuel, so strive for an efficient and easily remembered sequence. One purpose of the weapons systems check is for you to practice and verify the proper operation of the switchology required to get to various modes you will use on your specific mission. Use the check to ensure the UFC/MFDs are set up as desired, and to practice selecting the appropriate modes quickly. Practice in the desired scan pattern will also make the action second nature during engagements. This is also a good time to review HUD and radar symbology.

The primary objective of BFM is to maneuver your aircraft into weapons parameters to employ ordnance. To accomplish this you may first need to maneuver so as to keep a bandit from employing ordnance against you. The required maneuvers are not pre-staged to arrive at the end game solution, but are combined as necessary based upon continual reassessment of the situation. The entire process of observing, predicting, and maneuvering is repeated until either a kill or disengagement has been achieved. In order to successfully execute BFM, a pilot must understand his geometric relationship to the target and how it affects his ability to employ his weapons. The spatial relationship of two aircraft can be analyzed from three perspectives: positional geometry, attack geometry, and the weapon envelope.

When discussing one aircraft's position relative to another, range, aspect angle, and angle-off (heading crossing angle [HCA]) are used to describe angular relationships. These three factors dictate which aircraft enjoys a positional advantage, and how much of an advantage it is (Figure 4.1). Range is the distance between two aircraft. Aspect angle describes the relative position of the attacker to the target, without regard to the attacker's heading. It is defined as the angle measured from the tail of the target to the position of the attacker. Angle-off is primarily concerned with the relative headings of two aircraft. Angle-off is defined as the angular distance between the longitudinal axes of the attacker and the defender. Whenever the attacker is pointing at the defender, the aspect angle and angle-off will be the same.

There are three available attack pursuit courses: lead, lag, and pure (Figure 4.2). The attacker's nose position or his lift vector will determine the pursuit course being flown. If the attacker is in the defender's plane of turn, the position of the attacker's nose determines the pursuit course. With his nose pointed in front of the defender (such as in the case of a gunshot), he is in lead pursuit. If he points behind the defender, he is in lag pursuit. If he points at his adversary, he is in pure pursuit. Note that an initial lead pursuit attacker could be driven into a lag pursuit course if he has insufficient turn rate available to maintain lead (Figure 4.3).

When the attacker is out of the defender's plane of turn, his pursuit course is determined by where his present lift vector (the top of his canopy) will position his nose as he enters the defender's plane of turn. For example, if forced out-of-plane by a defender's hard turn, an attacker may have his nose pointed behind the defender during the reposition. After gaining sufficient turning room, if the attacker pulls far enough in front of the bandit to arrive back in-plane with his nose in front on the defender, then he is in lead pursuit. The same holds true for pure or lag pursuit (Figure 4.4). Whether to establish a lead, lag, or pure pursuit course will depend on the relative position of the attacker with respect to the defender's turn circle (TC). The key at point C is to be sure you will enter the defender's turn circle aft of his wingline with the ability to establish an in-plane, lead pursuit course at point D.

The vulnerable cone of a defender is defined using range, aspect, angle-off, and pursuit course to approximate the employment envelope for a specific type of ordnance. BFM is used when necessary to decrease range, aspect, and angle-off, or until an attacker is within the bandit's vulnerable cone for the ordnance he plans to employ.

In order to discuss how BFM can solve range, aspect, and angle-off, a concept called turning room and turning circles is used. Turning room is the separation between the two aircraft that can be used to accelerate, to decrease range, or turn and decrease aspect angle and angle-off. A turn circle is defined by aerodynamics and is based on a certain size (the diameter) and how quickly an aircraft can move its nose (turn rate). The determinant of whether an aircraft is (at any instant in time) "inside" or "outside" of a defender's turn circle is the relationship between the attacker's aspect angle and range and the defender's turn radius/rate. If the defender is turning at a rate that will allow him to continue to increase aspect angle, the attacker is outside the defender's turn circle (Figure 4.5). At the instant the defender can no longer increase aspect angle, the attacker has "arrived" inside the defender's turn circle.

As the defender bleeds off energy and airspeed, while performing his defensive turn, his turn radius will decrease. His turn rate will also decrease, once the defender slows below his corner velocity (discussed later). This relationship often results in a characteristic "fishhook" appearance to the defender's turn (Figure 4.7). The attacker may start inside the turn circle, but end up outside as the defender tightens his turn or slows below corner velocity—depending on the defender's ability to maintain the turn rate and how the attacker maneuvers. It is very important to note that turning room can be acquired in either the lateral or vertical planes or a combination of both. Another important note is turning room can be used by either aircraft.

Lateral turning room is in the bandit's plane of motion. The bandit's turn direction (into or away from the attacker) will affect how much turning room is available. If the attacker is inside the bandit's turn circle, he must have a turn rate and radius capability that will allow him to "make the corner" the bandit presents.

The disadvantage of lateral turning room inside the bandit's turn is that it frequently requires high energy bleed rates to generate the turn rate required to make the corner and stay in the bandit's plane of motion. If the defender turns away from the attacker, turning room increases. If the attacker is on the belly-side of the defender's turn, part of his geometry problem is being solved initially since the bandit is rotating his vulnerable cone towards the attacker. Vertical turning room is acquired out of the bandit's plane of turn. If the bandit is in a vertical turn, this turning room may be located in a horizontal plane. If the bandit is in the horizontal, then turning room will be available either above or below his plane of motion.

Range and closure will govern the amount of turning room that can be generated. Energy can be gained while maneuvering for turning room below. If the pilot elects to go for turning room above the bandit, he must have the airspeed to drive above the bandit while retaining sufficient energy to continue his attack. The attacker must remember his turning room is also the bandit's turning room. If the attacker does not have the energy to use the turning room, then he must deny the bandit the use of it.

Turning room required is based on an aircraft's turn performance and turn geometry; therefore, a more maneuverable aircraft will not require as much turning room as a less maneuverable one. Turning room is normally established as you transition inside the defender's turn circle. Trying to establish vertical or lateral turning room outside the turn circle can result in the attacker becoming the defender. The same thing can happen while trying to build turning room starting from inside a defender's turn circle if you subsequently maneuver outside of his turn circle. The bandit may have the capability to force a role reversal similar to an overshoot. The attacker can recognize that he is inside or will transition inside the defender's turn circle by observing the defender. If the defender's present rate of turn will not bring his nose on the attacker and the attacker sees line of sight (LOS) movement by the defender, then the attacker is inside, or will transition inside,

Another visual cue is the defender's aspect angle remains constant or begins to decrease. As you can see from Figure 4.8, both attackers A and B begin outside the bandit's turn circle and transition inside. The position relative to the defender's 3/9 line has nothing to do with being inside or outside the defender's turn circle. The defender's ability to point at the attacker will determine whether the attacker is inside, will transition inside, or is outside of the turning circle. There are a myriad of things that determine the aspect and angle-off when transitioning into the defender's turn circle, i.e., range, V c , defender's turn capability, and the aspect and angle-off when beginning the attack.

Roll allows the pilot to position his lift vector, thus determining the plane of motion in which he will turn. At high speed and low AOA, the F/A-18 has a very high roll-rate capability. However, as the airspeed slows and AOA builds, the roll performance begins to degrade. At slow speed, in order to roll more rapidly, the AOA must be reduced prior to initiating the roll. It should also be noted that the slower the airspeed, the longer it will take to command a reduction of AOA. This factor becomes very important in slow speed lift vector positioning such as might be required to defeat a gunshot. An important aspect of roll is the ability to slow the forward velocity of the aircraft. If G is maintained and a roll is initiated, a spiral is made in the flight path, thereby increasing the "through the air" distance the aircraft flies to arrive at any selected point. An additional benefit of roll is the ability to position the bandit so the pilot can maintain a tally. This is especially useful with an aft quadrant bandit where a simple roll to maintain line of sight (LOS) is preferable to energy depleting "kickouts."

Turn radius determines the size of the turn circle. This radius is based on the aircraft's TAS and radial G. The size of the circle and the relative turn rate capability of the two aircraft will determine how well the pilot can solve the angular problems the defender presents. The objective is to work to where available G will allow the attacker to point his nose at the defender to achieve a missile or gun shot with anacceptable specific power (P s ) bleed-off. How well an aircraft can turn is a function of the turn rate and radius it generates.

Radius defines the size of an aircraft's turn or its turning "circle." In the F/A-18, turn radius at max AOA/G is relatively constant over an airspeed range of 200 knots calibrated airspeed (KCAS) up to 330 KCAS. Above 330 KCAS, turn radius increases slightly as max G is obtained (440 KCAS). Above 440 KCAS, turn radius increases dramatically. Because of the F/A-18 flight control system, the F/A-18 does not have a true corner velocity. It has a "corner plateau" which is an airspeed range of 260 - 400 KCAS that produces a good turn rate based on available G. (see Figure 4.9). Offensively, sustained operations are not possible in the same plane against a defender with a smaller turn circle (radius) assuming similar turn rates without inviting an overshoot/reversal situation (Figure 4.10).

Even if the attacker has the identical turn rate/radius capability as the defender (1v1 similar), the attacker is unable to sustain operations in the same plane to the degree the center of the two turn circles are offset. In a gross example, if the attacker is outside the defender's turn circle and immediately turns, instead of accelerating into the defender's turn circle, roles will be reversed after 180° of turn (Figure 4.11).

The attacker's solution to the situation described above (outside defender's turn circle) is to maneuver into the defender's turn circle, aiming toward an "entry window" (Figure 4.12). This involves initially pointing to lag. For example, at point B in Figure 4.12 the attacker has just entered the turn circle and has his nose in lag. Upon reaching the "entry window," to close on the defender the attacker may need an out-of-plane maneuver (discussed later) to avoid overshooting, followed by a pull back towards lead pursuit. The ability to enter the defender's turn circle and control geometric closure by initially pointing to lag is an important concept in BFM.

Rate is needed to achieve weapons parameters or defeat attacks. The F/A-18's turn rate increases very rapidly from slow speed up to 330 KCAS, at which point the rate is the highest (Figure 4.9). Rate allows the attacker to match or exceed the turn rate of his adversary and establish lead for a gunshot. The attacker needs a turn rate advantage that will allow him to pull his nose onto the bandit to employ the AIM-9 or point to lead pursuit for a gun shot. It is important to note an attacker with a higher sustained turn rate can maintain a positional advantage against a defender with a smaller turn radius but reduced rate (Figure 4.13). In order to employ the AIM-9, he must have a turn rate that will allow him to keep his nose within approximately 30° of the bandit for tone acquisition and missile launch. The ability to maintain a high sustained turn rate (corner plateau, 330 - 440 KCAS in the F/A-18) while the defender sacrifices sustained rate for a tighter turn is another key concept in understanding BFM. In this sense, a turn rate advantage is more tactically significant than a smaller turn radius.

Rate is also used to defeat threats. A defender can use rate to drive an attacker into a lag position and thereby deny him a missile shot or a gunshot opportunity. In close, if the attacker has already established lead, the defender can roll and turn out of the bandit's plane of turn to spoil his gunshot solution. A missile fired in the aft quadrant can be defeated by rotating the aircraft towards 90° aspect angle with regard to the missile. This will generate the maximum line-of-sight (LOS) problem for the missile and hopefully exceed its gimbal tracking capability or its turn capability. Slowing below corner to decrease turn radius is not advisable. As already discussed, a smaller turn radius will enhance the overshoot probability of the missile, but the missile will still kill if the overshoot occurs within fuze functioning distance of the target.

A higher turn rate, not a small turn radius, is necessary for a successful missile defense. The F/A-18 also turns better with afterburner (AB). AB gives a better turn capability because it allows the pilot to sustain airspeed and thereby sustain a higher turn rate (assuming near corner velocity). In addition, maneuvering at higher AOAs results in a greater portion of the aircraft's thrust vector to be pointed toward the center of the turn, which also helps the F/A-18 maintain a smaller turn radius and greater turn rate. To achieve the highest turn rate possible, slow or accelerate towards corner velocity speed range (260 to 440 KCAS) as quickly as possible and turn hard to generate maximum angles in the shortest time. The maximum LOS problem for a missile occurs at 90° of aspect angle (Figure 4.14). It is important to remember that although a turn initiated on the limiter may give you your best initial turn rate, you may not be able to sustain it. Monitor your airspeed. If it falls below 260 KCAS, you will have to relax G (or descend) in order to maintain best sustained turn rate airspeed. Remember, speed is life. Unless you have a reason to be slow, don’t get there.

When turning in the vertical, rate and radius are affected by the earth's pull (gravity). Any time the aircraft's lift vector is above the horizon, turn rate is decreased and turn radius is increased. If a loop were performed at a constant (cockpit) G, the flight path would be characterized by an "egg" shape (Figure 4.15). A 4 G loop would result in effective radial G (GR) loading as indicated in the figure. From the cockpit perspective, a 4 G turn at the top of a loop "turns like" a 5 G horizontal turn.

If a pilot can utilize a downhill turn at key points in a BFM engagement, his relative turning performance will be better than his adversary's. This fact allows an attacker, flying proper BFM and starting from inside the defender's turn circle, to maintain a positional advantage. When a vertical (downhill) turn is used to complete a counter turn, the attacker can more than make up for turn performance lost while performing the counter turn. The attacker can use superior turning performance to solve angle-off problems and choose the desired pursuit curve to fly to weapons employment parameters. In practice, the counter turn and/or the initial part of the reversal is often accompanied by a slight climb that allows the attacker to set up the downhill part of his maneuver and not be required to fly excessively below the defender's plane of motion while turning to solve angle-off and pursuit curve problems. This slight climb (while turning) and slice turn sequence results in a maneuver commonly called a "Hi Yo-Yo" usually followed by a "Low Yo-Yo." Another important concept of vertical turning is "optimizing" turn rate and energy (airspeed) expenditure.

Utilizing maximum available G while entering a purely vertical turn (loop) excessively bleeds energy while "working against" gravity. Generally, a lower G vertical turn is more efficient at the beginning and end of a loop, while maximum G (maximum rate) vertical turns can be best employed when working "with" gravity—from nose pointing straight up until nose pointing straight down. Flying an optimum loop—using 3 - 4 G's at beginning and end, and maximum G available while flying over the top—maximizes vertical maneuvering potential. Maximum turn rate at the bottom of vertical turns should normally be used only to force a trailing aircraft's nose into lag and to cause the trailer to overshoot in the vertical (Figure 4.16). Additionally, vertical turns performed in the "pure" vertical (i.e., no lateral or horizontal component) deny a trailing (similar) aircraft, at a lower energy state, the capability to counter the result of the energy differential by performing an oblique or horizontal turn (Figure 4.17).

The total energy gained during an acceleration maneuver is a trade off between airspeed gained and altitude lost. Aircraft attitude determines the effect of gravity on an acceleration maneuver. If the aircraft velocity vector is above the horizon, acceleration effectiveness is reduced. If the aircraft velocity vector is below the horizon, effectiveness is enhanced. Aircraft G loading effects induced drag and acceleration effectiveness. The fastest airspeed gain occurs in an unloaded (0 G), nose-low acceleration. The end result of this maneuver is a large altitude loss and very nose-low attitude that may be unacceptable in an aerial engagement. If altitude is a factor, select AB and fly a 0.7 to 0.9 G, slightly nose-low extension maneuver. While airspeed gain will not be as rapid as at 0 G, altitude loss is minimized and you will not bury the nose. The point to remember is that the closer you are to 0 G, the faster you will accelerate, but you will bury the nose more and lose more altitude. This is especially important in an attempt to separate from an opponent, because if the nose is buried in a very nose-low, unloaded acceleration, the resulting high G pullout may provide the bandit a chance to affect a lead pursuit course or "arc you" during the ground avoidance turn. In any case, however, attempt to get the nose below the horizon before establishing the "optimum G" for an acceleration. Rarely will a nose-high acceleration be effective.

Acceleration is a trade off between thrust and drag. Thrust increases at a greater rate than parasite drag with velocity increases over the speed range of 100 KCAS to 450 KCAS (or 0.95 mach whichever comes first) due to the ram air effects on the engine. Above 450 KCAS, acceleration rates decrease as drag becomes dominant (both parasite drag and compressibility drag). As a rule of thumb, the best acceleration rates occur in the speed range from 300 to 400 KCAS.

Often, the purpose of an acceleration maneuver is to separate from an adversary—get beyond hismaximum missile range. In this case, the object is to fly a straight line over the ground to prevent the adversary from arcing. As bank angle increases from wings level to 90°, the corresponding "optimum" acceleration G decreases (to maintain a straight line flight path). At 0.9 G and 90° of bank, the aircraft is turning laterally as though it was in a 30° (rejoin) level turn (Figure 4.18). To reduce the potential for arcing, reduce G to 0 when approaching 90° of bank.

A lead turn is the most efficient BFM maneuver. A lead turn is nothing more than an attempt to decrease angle-off prior to passing the opponent's 3/9 line. It can be done in any plane (horizontal, vertical or combination of both). The classic lead turn is accomplished by the pilot offsetting his flight path one turn diameter from his adversary. He observes where his opponent is going and predicts where he will be at some point in the future. He then initiates a turn to arrive at a point in space with reduced aspect and

The size of your turn circle, turn rate capability, and the defender's airspeed will determine the point you initiate the lead turn. Considerable judgment is required to properly initiate and execute a lead turn so as to arrive within the intended weapons parameters. It is important to stress that a lead turn requires the initiation of the turn forward of the defender's 3/9 line. (Remember turning room for one is also turning room for the other and the tighter turning fighter has the advantage.)

The point to start the turn is based on the question "Can I make that corner?" When the answer is "Yes," start the turn. You may also notice the proper lead point as where LOS movement increases. The lead turn opportunity normally begins inside the bandit’s turn circle, and just as the LOS rate changes as you enter a bandit’s circle from a 9,000 foot perch setup, the LOS rate will increase in a high aspect pass as you enter the bandit’s turn circle, except that the change in LOS rate is not as apparent. This LOS rate is that caused by the relative motion between the fighter and the bandit, not the apparent LOS rate caused by fighter maneuvering. During the turn, G should be adjusted as required to keep the adversary moving slightly forward along the horizon (horizontal turn). The objective is to roll out behind the adversary. The more turning room acquired, the longer the range for lead turn initiation and the lower the G-loading required to complete the maneuver. Conversely, if the maneuver is initiated at short range with little or no offset, a high-G turn will be required to complete the maneuver. The uprange distance at which a lead turn is initiated will govern the roll-out range at

Lead turns against a target that maneuvers prior to passing your 3/9 line will not produce a dead six position, but should still result in some turn advantage. Bandit LOS rate aft on the canopy and aspect less than 180 are the visual cues for a lead turn and work for both horizontal and vertical conversions. these cues only take into account positional advantages, not energy differences. Once LOS movement becomes apparent, put the lift vector in lead of the bandit and use enough G to keep the turn rate as close to the LOS rate as possible, or allow the LOS to drift slightly forward. If you pull to exceed the bandit’s LOS rate (bandit moving forward on the canopy) you may be turning belly up to the bandit and risk becoming defensive, unless the conditions permit a no-respect lead turn. A bandit who turns to pass 180 aspect with you will not allow a lead turn. If you were to try to lead turn a bandit 180° out prior to passing him, and without seeing the proper cues, you could allow yourself to be lead turned unless you are in a no respect lead turn situation.

A lead turn may be attempted without turning room simply by initiating a turn prior to passing the opponent's 3/9 line. This is commonly referred to as a "no respect" lead turn and should only be done if you can definitely out perform the defender or if you are positive the bandit has not detected you. If the opponent continues on his present course, the attacker will roll out with decreased angle-off, but will still have a small aspect angle problem (Figure 4.21). This lead turn may be easily countered by pulling away from the direction the attacker is turning and continuing to build angle-off (Figure 4.22). If the attacker initiates the turn well outside the defender's turning circle, the defender can slow his forward vector (throttle, speed brakes, out-of-plane) and allow the attacker to fly in front of the former defender's 3/9 line (Figure 4.23).

Lead turns can be accomplished in any plane. Assuming airspeed is in the "corner plateau" region, lead turns going down will require slightly less offset than lead turns going up. A lead turn down or a split-S is useful because it preserves airspeed. This is especially important if the adversary has a predictable flight path due to a low energy state. The adversary must try to deny the lead turn with a turn degraded by the effects of gravity. If the attacker achieves offset above his adversary, but is hesitant to commit to a nose-low slice, he may lead turn in the horizontal. This is done by pulling to a lead point in a plane above the bandit's flight path. Although not as efficient (there is still an aspect problem to be solved) as a turn done in a plane with the bandit, it preserves nose position (the vertical HCA between the attacker and defender) and prevents a vertical overshoot should the bandit counter the lead turn by pulling up and into the attacker. A lead turn up is effective because it allows visual contact with the defender while possibly placing the attacker in the defender's blind zone. A lead turn coming from low to high takes great advantage of radial G during the terminal portion of the turn (when the attacker's lift vector is below the horizon). The lead turn in the vertical should be avoided if over the top airspeed is not achieved (minimum of 250 KCAS level) or a significant energy advantage does not already exist (ascending aircraft does not have vertical maneuvering potential). Lateral offset should be achieved as necessary to maintain a tally during the maneuver.

A no-respect lead turn can be accomplished against a bandit that does not see the fighter or a turn deficient bandit (Figure 4.21). If the bandit does not see the fighter, the end result is an unobserved conversion turn. A turn deficient bandit has a either very large turn radius and/or a very slow turn rate generally because of two reasons-either the bandit is extremely fast or extremely slow.

For example a bandit traveling at Mach 1.3 will have a very large turn radius compared to a fighter near corner velocity. The fighter at corner velocity can begin a lead turn well ahead of the bandit’s 3-9 line, giving up angles and even going belly up to the bandit. But because of the bandit’s high airspeed and the inability to perhaps bleed it down quickly, he cannot take advantage of the angles the fighter is giving up.

A second example is a very slow bandit coming down from over the top. If a bandit goes vertical and is coming down slow on airspeed, a fighter may lead turn the bandit and even go belly up to the bandit prior to the 3-9 line because the bandit is too slow to bring his aircraft to point at the fighter lead turning in front of him.

The counter to a lead turn is to remove the offset prior to the lead point, i.e., take your share of turning room by beginning your own lead turn. Against aircraft with inferior turn performance, if the pilot plans and initiates a lead turn at the proper range, he will automatically negate any turn his opponent attempts (Figure 4.24). The opponent with an inferior turn performance will initiate a lead turn sooner than you wish to initiate yours. The inferior turning aircraft will also strive for more lateral offset than you need for your own turn. This can be easily countered by turning to deny his lead turn and initiating your own lead turn at the proper point for your turn capability. This will quickly develop into a lagging contest won by the aircraft generating the best sustained turn rate.

Against an aircraft with superior turn performance, or if you have gotten slow and have less turning capability, a defending pilot should fly directly at his opponent, eliminating all offset and denying any chance for a lead turn. It is important that he make the turn to point at his opponent prior to the point where the opponent transitions inside the defender's turn circle. The sooner this is accomplished, the less severe the maneuvering required to deny the lead turn (Figure 4.25).

Energy is the potential to maneuver. However, too much energy can be a dangerous thing. Excessive speed can lead to severely degraded turn performance, minimum time in weapons parameters, and reduced station time. The key to the fighter pilot is the determination of how much energy he needs and how much he is willing to expend for a given positional advantage. BFM allows the achievement of weapons parameters with minimum energy expenditure in as little time as possible. This concept of efficient maneuvering is important because in a tactical situation, it will dictate how much BFM is to be employed in a given engagement.

How much predictable time can the F/A-18 pilot afford on one attack with regard to the entire tactical environment? How much energy or future maneuvering potential can be expended for a given positional advantage? Will that position be sufficient for the kill or will it just prolong the maneuvering, requiring more time and energy? All these questions must be asked and evaluated to determine the trade off for a given situation. Obviously, high energy bleed off for position is justified to achieve firing parameters against a Flogger attacking the home drome, while the same P s expenditure may be unwise in an outnumbered sweep vs sweep scenario deep in enemy airspace. Energy and position must continually be balanced by the fighter pilot. BFM is a tool the F/A-18 pilot uses to achieve this balance—always trading energy for position and using position to employ ordnance, remaining cognizant of his own need for survival.

Cockpit	Basic Flight	BFM	Formation	M-Tactics	Building Campaings
HUD	Character	Basic ACM	Combat	W-Tactics	Building Missions
MDI/UFC	Disruption	Off-BFM	DO-BFM	SAMS
AA-Radar	Takeoff/Land	Def-BFM	DD-BFM	M-Builder
AA-Combat	Refueling	HO-BFM	Hi Aspect BFM	B-Areobatics
AG-Radar	Navigation	BVR	Prin-BFM	A-Areobatics
AG-Combat	Miscellaneous	ACM	Co-ACM	Weapons