Tactical Formation
Background
PURSUIT
The concept of pursuit geometry between attacker and defender in the air combat maneuvering (ACM)
environment is basic to every tactical maneuver (Figure 4). Pursuit is defined by the attacker’s velocity
vector relative to the defender. All pursuits control closure in some way.
LEAD PURSUIT
Lead pursuit increases
your closure rate on the
bogey and usually
results in decreased
nose-to-tail distance. It
also solves for a guns
firing solution. To
employ lead pursuit as
the attacking aircraft,
position your velocity
LEAD
vector ahead of the
bogey.
PURE
PURE PURSUIT
LAG
Use pure pursuit to
maintain nose-to-tail
separation on the bogey,
and to acquire a lock-on
tone for an IR missile
shot. To employ pure
pursuit as the attacking
aircraft, position your
velocity vector on the
bogey.
Figure 4: TYPES OF PURSUIT
LAG PURSUIT
Lag pursuit decreases
closure rate on the bogey and usually results in increased nose-to-tail distance. Lag pursuit allows you to
maintain your energy and may cause visibility problems for the bogey. To employ lag pursuit, position your
aircraft’s velocity vector behind the bogey.
OPERATIONAL MANEUVERABILITY
Aircraft maneuverability—the capability to perform changes in altitude, airspeed, and direction—depends
on both fixed and variable factors. The fixed factors are aircraft design (weight, wing loading, power
capabilities, and structural limitations) and aircraft configuration (bombs, rockets, external tanks, etc.).
Variable factors include altitude, airspeed, AOA, and g. Both turn radius and turn rate are dependent on
true airspeed (TAS) and g (the ratio of lift to weight) with constant altitude. On a given wing at a specific
AOA, the coefficient of lift is constant regardless of airspeed, gross weight, and altitude. For turns, lift
must exceed weight, and g loads must be greater than 1. As g increases, AOA increases. The aircraft
that can sustain the most g at a constant TAS will have the smallest turn radius. TAS has a greater effect
on turn radius (TAS2/g) than on turn rate (g/TAS). Instantaneous turn rate is the maximum available turn
rate at any given airspeed without regard to energy sustainability. The aircraft that can sustain the most g
at a given TAS will have the fastest turn rate. The effective application of turn rate/radius principles
depends on practice.
(4-03) Original
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