Fighter Combat

86 BASIC FIGHTER MANEUVERShis extension to escape, provided he can maintain a speed advantage. If theseparation is not sufficient (time "4"), the defender can begin a hard turnback toward the attacker to defend against a possible weapons firing. If heis placed out of firing parameters by this turn, the attacker may be expectedto use lead-, pure-, and lag-pursuit techniques to close the range andreattempt to get inside the defender's flight path. The defender's intentshould be to get his nose back on the attacker to take out any flight-pathseparation and to maximize the TCA at the next pass. This he accomplishesat point "7," meeting the attacker with close to a 180° TCA. Fromthis position the defender can engage from a neutral start, or he can repeathis extension maneuver, gain even more separation, and probably escape.Still another option exists for fighters that have a climb-rate advantageat slow speeds. This involves continuing the flat scissors, but simultaneouslyclimbing at a steeper and steeper angle. A lower-powered opponentwill not be able to match this climb angle and must remain in a morehorizontal maneuver plane. The defender's greater climb angle reduces theforward component of velocity relative to that of the attacker, possiblyleading to a position advantage for the high fighter, assuming speed differentialis small.Vertical and Oblique TurnsThe Appendix discusses gravity effects on turn performance. Gravityeffects are investigated here to determine how they may be used to advantagein air combat.Turn performance is dependent on radial acceleration (G R ), which is thevector sum of load factor and gravity. This vector sum is determined by theaircraft's roll and pitch attitude, as shown in the Appendix and in FiguresA-18 and A-19. At a given speed, turn performance is directly proportionalto GR, resulting in improved performance when the lift vector is below thehorizon, and vice versa. A further consideration is the orientation of the liftvector relative to the gravity (weight) vector. When these two vectorsremain in the same plane (i.e., during purely vertical maneuvering) thegravity effect is maximized, both positively and negatively, and the entirelift vector contributes to GR. From a purely geometrical viewpoint, theserelationships mean that for a 360° turn, the vertical plane maximizes turnperformance, while a horizontal turn produces the poorest average performance.Performance in oblique turns will vary between these twoextremes according to the steepness of the maneuver plane. In a purelyvertical maneuver the adverse effects of gravity on turn performancethrough the bottom half of the loop are offset by the gravity assist over thetop, while in a level turn the aircraft must fight gravity throughout.As a practical matter, however, this phenomenon is of much less importancethan average aircraft speed during the maneuver. Turn performance(both radius and rate) is optimized near corner speed; therefore, themaneuver plane that allows the fighter to remain closest to its corner speedfor the duration of the maneuver generally will optimize turn performance.If an aircraft is at or below its corner speed, a nose-low vertical oroblique turn may allow a power-limited fighter to remain near optimum