GROUND ATTACK TACTICS
TTP-200-GAT
During a typical campaign operational cycle this will typically be accomplished during a mid-week planning session after the Central Air Operations Center (CAOC) post-mission analysis and reconciliation of munitions and targets. Flight Lead (FL) qualified individuals, and Squadron Representatives (SR) are the individuals primarily responsible for communicating to the Joint Forces Air Combatant Commander (JFACC) the desired routing, payload, and required off-board assets to accomplish the mission objectives given by the Joint Force Commander (JFC).
The first objective of the mission planning phase is to determine what are the desired effects on the given target, this is known as Weaponeering. Flight Leads (FLs) and Squadron Representatives (SRs) should request detailed information on the target array, such as:
These examples are not exhaustive, and every attack will require FLs/SRs to carefully evaluate targets to develop a plan to employ their selected munitions to generate the desired results.
When FLs/SRs have made a determination on what weapons to utilize, they will then generate Desired Mean Impact Points or DMPIs. These points, depending on the weapon used can be precise coordinates or a coarse aim point. When all DMPIs/Aim Points are created, FLs/SRs will develop a weapons delivery plan. This delivery plan will aim to minimize the time fighters spend in the engagement envelope of air defenses in proximity of the target. This weapon delivery plan should account for the accuracy of munitions in the selected delivery profile and produce a minimum number of munitions required per DMPI or aimpoint. When this minimum number of munitions is solidified, FLs will then begin to make a determination of the minimum number of aircraft to deliver these munitions.
Upon completion of the weaponeering and target analysis, FLs/SRs must determine the time on target (TOT) or Bomb on Time on Target (BOTOT) requirements for the attack. After this evaluation, FLs/SRs will calculate the time required for fighters to penetrate air defenses (both airborne and surface-based), ingress to the target, deliver their munitions, and egress the from the target to a point outside of enemy defenses. This is also known as the VUL or vulnerability period.
The next step in this process is to generate a route to the target that will minimize the fighter’s exposure to threats (airborne and surface-based). This route is plotted from the target, backwards towards the departure point of the fighters. The first items to account for are an Initial Point or IP, or in the case of stand-off weapons, a Release Point or RP, and Egress Control Point or ECP. These will dictate how fighters will approach and depart from the target. When these points are established, a Timing Control Point, or TCP, may be generated to allow for fighters to utilize geometry of the flight path to account for early or late arrivals to the target and maintain the required Time on Target (TOT). Once FLs/SRs make the determination on a TCP, a Decision Point, or DP, will be generated, this point will act as the initial checkpoint where FLs will evaluate attack and abort criteria to continue an attack. The final step in the routing process is to determine where the flight will rendezvous or rejoin prior to proceeding on the assigned route, this will be referred to as the RV point, and may be omitted if FLs/SRs desire.
Overall the route from the departure location to RTB will be organized as follows:
RV -> DP -> TCP(if req) -> IP/RP -> TGT -> ECP
For stand-off attacks, FLs/SRs should determine the projected Launch Acceptable Region (LAR) of their given weapon and create a projected point where weapons will be released. This will form the final navigational point of the route prior to the egress phase. If coordination between other assets is required, FLs should either “roll-up” weapons releases and report them to their assigned C2 or primary frequency, or brief flight members to report weapons releases at this point.
When not using stand-off weapons FLs/SRs will choose a point from which to approach the target that will minimize exposure, give enough time to abort an attack, and observe the target to validate Rules of Engagement (ROE) and sort targets if required. This point can be an arbitrary distance/bearing from the target or utilize a terrain feature to help visually guide fighters in, or as a final fix point to align an INS.
The IP will be the final checkpoint prior to committing to an attack, and fighters will make a final evaluation of abort criteria prior to pressing to the target.
An ECP will be utilized as a point to regroup the formation for RTB, or safely route fighters after weapons release to an area clear of threats.
A TCP may be utilized when constructing a route in order to allow FLs flexibility in arrival timing to an IP, RP, or target point. This point is not required, but can be useful in correcting for early or late push times by fighters. This point should allow for FLs to utilize geometry to correct for these mistakes and will often take the form of a dog-leg course diverting away from the direct DP-IP line.
The above diagram provides an example of the geometries described in the previous paragraph. FLs can utilize a direct DP-IP route if they estimate a late TOT/BOTOT, or turn late at the TCP to the IP to correct for arriving early to their assigned TOT/BOTOT.
The DP is an essential point on a strike route that allows for FL to make a final determination on whether or not to push a strike, request a rolex, or abort. This will form the initial checkpoint for FLs to evaluate these criteria and communicate to their assigned C2 agency, package commander, or mission commander to report exceptions, request a rolex, or an abort.
Attack and Abort criteria can vary depending on the target, mission type, or weapons selected. These criteria should be explicitly defined by the FL at the minimum, but ideally generated by the JFACC per package. Attack criteria are those variables that will be evaluated when the package is in the air immediately prior to pushing out of the DP. These may include but are not limited to:
These criteria should have clear and concise yes/no answers in order to reduce ambiguity to all fighters as to whether or not the attack should continue or abort.
FLs/SRs can create a Rendezvous Point or RV point for fighters to form up on prior to proceeding to the assigned DP. This may be desirable in order to retain a flight’s ability to maintain visual mutual support or ingress in a desired formation. This point may also be utilized to deconflict aerial traffic with other package members, or simply act as a secondary reference point for a route.
FLs/SRs, and the JFACC should be mindful of high traffic areas, and aim to create adequate separation between RV points in order to avoid mid-air collisions. These minimums for Visual Flight Rules (VFR)/CASE I conditions will be 5 NM or 1,000 ft between formations in visual contact, and 3 NM or 1,000 ft between each individual aircraft when under Instrument Meteorological Condition (IMC)/CASE III.
FLs/SRs must ensure that their assigned flights will have the required fuel to accomplish mission objectives, and return all aircrew and aircraft to base. This is planning is highly airframe-dependent, and so must be accomplished by FLs/SRs with intimate knowledge on the fuel requirements of their aircraft. However, a few key terms can be defined to aid in the fuel planning, and provide checkpoints for FLs to evaluate their fuel state during mission execution.
Mission Completion Fuel or MCF will be the total required fuel to accomplish mission objectives (i.e. fly the assigned route, deliver weapons, and arrive at their primary airfield), to include pre- or post-vul air to air refueling (AAR).
JOKER will be defined as the minimum fuel required to fly from the briefed DP or control point, ingress to the target area, and recovery at the fighter’s primary arrival location, while adhering to their briefed routing. This value may be adjusted to account for pre- or post-vul AAR, and should be calculated utilizing maximum cruise fuel consumption at the assigned route’s altitude(s). This will act as the initial checkpoint for FLs to evaluate their ability to continue on mission.
BINGO will be defined as the minimum required fuel for fighters to travel direct to their primary arrival location from their assigned target area, under maximum cruise fuel consumption. It will always include the minimum reserve fuel upon arrival to the assigned airfield.
DIVERT state will be defined as the minimum fuel required for fighters to travel from the assigned target to their divert airfield/location to include the reserve quantity upon arrival at the divert.
RESERVE will defined as the minimum fuel to operate the aircraft for 15 minutes in maximum endurance configuration, to include minimum fuel required in the aircraft’s fuel system to maintain operability.
Air to Air Refueling (AAR) can be utilized to extend range or endurance of fighters during mission execution. AAR can be subdivided into two categories: Pre-Vul AAR, and Post-Vul AAR. FLs/SRs should account for how much each aircraft will be required to take from the tanker per plug-in.
Pre-Vul AAR is any AAR that is required to achieve MCF state prior to the DP or start of the Vul time. Mission planners should be extremely cognizant of fighters or packages requiring pre-vul AAR, as total time required to accomplish AAR can vary widely depending on pilot skill, and meteorological conditions.
Post-Vul AAR is any AAR that may be required to achieve MCF state after egress from the target area or after the completion of the Vul time. This is generally speaking the preferred method of AAR planning for packages, as it allows for more flexibility for mission commanders and planners to maintain TOT/BOTOT requirements for a flight or package.