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Basic Aircraft Combat Maneuvering (ACM) and Wingman Tactics
An overview of information provided by Rolex and WideWing in the wingman training session for the 332nd Flying Mongrels
With additional information from “Fighter Combat tactics and Maneuvering” by Robert L. Shaw
I’d also like to thank Morfiend, Ghosth, and Bison for their help in preparing this presentation.
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Index
Index 2
Introduction 3
List of Acronyms 4
Basic ACM 5
Wingman Tactics 27
Sources 46
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IntroductionThis presentation is intended to give you a brief overview of basic ACM maneuvers as well as basic wingman tactics from a visual
perspective. It is not intended to be a sole source of information as to how best to perform each maneuver or to give specific
recommendations on speeds or other performance data.
Each maneuver will be broken down into individual numbered steps. You will see the numbers in the upper right corner of each
illustration. The text to the right will explain the important points for that step. Additional information about variations and alternative
uses may also be present.
The information contained in this presentation came from several documented sources as well as lessons learned from the Aces High
Training Corps. Without their tireless efforts and patience these lessons could not have been passed on.
Any open gap was filled with images from the 332nd Fighter Group. The first several are from an aircraft nose art book I’ve had for
several years.
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AcronymsAC Aerodynamic Center
ACM Air Combat Maneuvering
AOA Angle Of Attack
AON Angle Off the Nose
AOT Angle Off the Tail
BFM Basic Flight Maneuver
CAP Combat Air Patrol
CG Center of Gravity
FQ Forward Quarter
G acceleration in gravity units
GBL Gun-Bore Line
H Altitude
LOS Line Of Sight
RQ Rear Quarter
TOF Time Of Flight
TR Turn Rate
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Section 1 -Basic ACM
Lead Pursuit Curve 6
Pure Pursuit Curve 8
Lag Pursuit Curve 10
Immelmann 12
Split S 14
Flat Scissors 16
High Yo-Yo 18
Low Yo-Yo 21
Defensive Barrel Roll 24
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Lead Pursuit CurveThe lead pursuit curve is when you place your aircraft’s
nose in front of the target
Provides the best closure rate
Ideally your aircrafts nose is pointed at the “collision point”
Can be used in the vertical plane as well as a horizontal
turn
This can be determined by looking at the target in relation
to a fixed point on your aircraft, such as a canopy frame,
and setting up for a constant bearing and decreasing
range
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Lead Pursuit CurveOne of the main drawbacks to a lead pursuit curve is that
the target may “disappear” under the nose of your aircraft
Make sure to set the best possible head views to maintain
sight of the target or you can wind up like the attacker in
this shot
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Pure Pursuit CurvePure pursuit is when you maintain your aircraft’s nose
directly on the target
It allows for better closure than a lag pursuit curve
Better than Lead Pursuit when closure rate is very high
Presents the smallest visual target to the enemy
Reduced chance of an overshoot compared to Lead
Pursuit
Provides for a more gradual change in angle to targets tail
(AOT) than a lead pursuit curve
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Pure Pursuit CurveAs you can see this allows for a much better intercept shot
than a lag pursuit curve
Also good when trying to equalize energy state with the
target
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Lag Pursuit CurveA lag pursuit curve is one where your aircraft’s nose is at
an angle behind your target
It allows for good visibility of target
Good for letting the target “wear” himself out
In a true Lag Pursuit curve you fly to where the target turns
then begin your turn
“Fly to the elbow, fly all the way home.”
It’s useful when you are trying to slow the closure rate with
your target
It has several drawback’s relating to target speed and
maneuverability so it should only be used as a temporary
measure
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Lag Pursuit CurveAs you can see the target was able to increase it’s flight
path separation and increase it distance away from the
attack
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ImmelmannPrior to initiating maneuver ensure proper airspeed
Minimum airspeed will vary from plane to plane
Minimum airspeed will vary dependant to aircraft load out
Begin maneuver by smoothly and firmly pulling back on
the stick
If the plane has a G meter look for between 3-4 G’s
Look for horizon to appear in your “UP” view
Look at your wing tips to the horizon to ensure that you are
not rolling off to one side or the other
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ImmelmannContinue to pull back on stick to complete the vertical
component of the maneuver
You may reduce the pull to increase your altitude gain
BUT make sure to have sufficient airspeed to complete the
maneuver
When you see the horizon in your “FRONT” view push the
stick forward to maintain level flight
Once established in level inverted flight roll the plane over
to complete the maneuver
Roll left or right depending on the particular aircraft
Rolling with the engine (propeller) rotation is generally
faster than roll against it
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Split SThe split S is similar to an Immelmann but in reverse
It is very useful as a defensive maneuver to escape from
an attacker
Make sure you have sufficient altitude to complete the
maneuver
Generally, for a given aircraft, you will need 4 times as
much altitude if you are going twice as fast
For example if your plane is going 100mph and requires
200 feet of altitude to complete the maneuver, than at
200mph you’d need 800 feet of altitude to complete the
same move
Roll inverted to start the maneuver
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Split SPull firmly back on the stick to begin the decent
If you are using this as a defensive maneuver it’s best to
make this a maximum effort pull
This portion of the maneuver can also be used to vertically
dive bomb a ground target
As this example illustrates you can also roll to add a
downward vertical turn to aid in your evasion from the
enemy threat
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Flat ScissorsThis maneuver is used when you have an enemy
approaching from behind
You want to initiate this maneuver before the enemy has a
chance to get directly behind you
Begin by making a maximum effort turn into the enemy
This turn should be from 45 to 90 degrees
Be sure to keep visual contact with the enemy
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Flat ScissorsAs the enemy begins to turn towards you, initiate another
maximum effort turn back into the enemy
Be sure to use all the capability of your aircraft to
maximize each turn
This can include; flaps, dive breaks, throttle or even your
landing gear
Continue with these turns until you can either get an
advantage and take a shot or extend away and reestablish
the fight
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High Yo-YoThe High Yo-Yo is used when approaching a target that
has a turn advantage. It can also be used anytime to
create an “out of plane” separation with your target
When you see the target begin a turn pull up towards the
vertical and roll to maintain visual contact with the target
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High Yo-YoAs the target continues the turn, you can continue to roll
and pull your nose toward the target
This will eventually bring you around to dive for a RQ shot
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High Yo-YoUse your energy advantage to position yourself for the
shot
If the target continues to turn you can perform the
maneuver again or follow with a Low Yo-Yo
Don’t allow the target to use your dive against you
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Low Yo-YoAgain you are attacking a target with a potential turn
advantage you can try a Low Yo-Yo
This time roll and dive under the target
Make sure to keep visual track of the enemy
During this step you will be gaining speed and developing
an energy advantage
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Low Yo-YoBegin to pull up towards the target
Buy this point you should just about have your nose on the
target
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Low Yo-YoGet the proper lead angle and take your shot
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Defensive Barrel RollThe defensive barrel roll is a “last ditch” defensive
maneuver when a enemy is quickly approaching with an
energy advantage.
Begin by gently turning into the enemy
When the target is about 1K to 800 yards away, increase
to a maximum effort turn into the target
As the target crosses your tail quickly roll the opposite way
from your turn and pull up into a barrel roll
During this step there is a potential for the enemy to get a
hi deflection shot at you
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Defensive Barrel RollThis should provide for a significant separation from the
target and potentially give you an altitude advantage
At this point the target may pull into a barrel roll and then
you would be performing the “rolling scissors” maneuver
As this image illustrates the enemy has continued on with
his energy advantage
This would allow you to continue to pull your aircrafts
nose thru the roll and position for your shot
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Defensive Barrel RollBy this step you can engage or disengage as needed
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Section 2 - Basic Wingman Tactics
Wingman Tactics 28
Loose Deuce and Combat Spread 29
Tactical Turn (tacturn) 31
Cross Turn (xturn) 33
Bracket Attack 35
Defensive Split 38
The Sandwich 41
The Heart Attack 43
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Wingman TacticsThere are several reasons why you should fly with a wingman.
Better chance of a successful attack
Better chance of survival in a defensive situation
Better Situational Awareness
Communications are VITAL to the wingman team’s success. These communications MUST be brief, clear, and to the point. The words
and phrases that are used should be worked out prior to engaging the enemy.
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Loose DeuceLoose Deuce is an “Offensive” minded maneuvering
philosophy
Two roles- Engaged Fighter and Free Fighter
Responsible for visual scan towards your wingman
No more than 1.5k separation
The plane on the right is the lead plane (when viewed from
above)
Each plane will take lead as maneuvering dictates
1 to 1.5k Separation
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Loose DeuceIt’s important to stay out of phase and out of plane with your wingman, to limit blind spots and prevent one attack hitting both planesThe bracket attack is the bread and butter of the Loose Deuce formationWhen engaged the free fighter communicates to the engaged fighter what is required for the next shot as well as overall SAThe free fighter is building “E” while not engagedOnce the free fighter commences his next attack, he may call the engaged fighter “off” and they will swap roles
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The Tactical Turn (tacturn)The Lead calls for a 90 degree turn to the right
The outside pilot immediately performs the turn to the right
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The Tactical Turn (tacturn)The lead continues on his original heading
Once the wingman crosses the leads flight path the lead
then commences his turn
The turn is complete once both aircraft are established on
the new heading
It is important to note that the Lead and Wing have now
changed places
The role of lead and wing are now reversed until the next
maneuver that changes the positions
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The Cross Turn (xturn)The lead calls for a cross turn
Both pilots roll and turn into each other
This can also be performed using a high and low Yo-Yo
When done in this manner it’s referred to as a “reverse
shackle”
Both planes continue to pull thru their respective turns
At this point there is a reduction in visibility
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The Cross Turn (xturn)Continue to turn and roll out on new heading
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The Bracket AttackThis is the “Bead and Butter” attack for the wingman team
This is the preferred attack for 90% of all engagements
Lead calls for bracket
Both Aircraft roll and turn away from each other to get
“outside” the target
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The Bracket AttackThe key is to maintain visibility on the target and quickly
establish which wingman the enemy is engaging
Once the call for engagement is made, both aircraft should
turn into the enemy
At this point there is a possibility that the enemy may be
able to get a deflection shot at the “engaged fighter”
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The Bracket AttackThe “Free Fighter” should continue the turn and position
for a shot
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The Defensive SplitManeuver begins with call for defensive split
Each aircraft rolls and turns away from each other (about
90 degrees)
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The Defensive SplitAgain the key is to maintain visual contact with the enemy
and determine who is under attack
The engaged fighter should continue to pull thru the turn
and avoid any potential shot
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The Defensive SplitThe free fighter MUST immediately reverse his turn and
position for a shot on the enemy
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The SandwichThe sandwich is another defensive maneuver for when the
wingman team can establish who is under attack from a
greater distance
The call is made and both planes roll into a turn in the
same direction
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The SandwichThis should allow the free fighter to setup for a rear quarter
shot on the enemy
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The Heart AttackThis is the “reverse isolation pincer” that WideWing
described
It’s a classic 2 v 2
On the call both aircraft split just like a bracket attack
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The Heart AttackAs the enemy’s commit to each target, continue to bring
your aircrafts nose around
Make sure to keep visual contact with both enemy planes
At this point call for the switch and pick up the other
enemy aircraft ( the one that was turning with your
wingman)
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The Heart AttackYou should now be positioned for a RQ shot on the enemy
If you look at your flight path from above it looks like a
heart, and that’s why it’s more commonly called the heart
attack
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SourcesStill to be completed
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