I. MISSION

Mission of a fighter-bomber group is to contribute to the defeat of enemy military forces as directed by higher authority; specifically, to assist in gaining and maintaining air superiority, interdiction of the battle area, and close tactical support of ground units.

II. GENERAL PRINCIPLES OF FIGHTER-BOMBER OPERATIONS

Fighter-Bomber operations are characterized by centralized control at each command level, which, within established limits, allows shifts to meet changing situations. Since tactical aircraft are completely mobile within their operational radius and it is obviously desirable to prolong time over target and depth of penetration to the maximums, tactical aircraft normally operate from bases as far forward as possible. Ability to change bases rapidly while maintaining maximum operations is most desirable. To properly gain benefits of centralized control and mobility, maximum flexibility of organization and operational control is essential. This flexibility is manifested by rapidity of strikes at a variety of targets, shifts of control to meet changing conditions, and ability to meet varying situations with minimum additional effort and confusion. The concentration of striking power available in tactical air organizations has obvious advantages in modern warfare and should be fully exploited.

III. MISSIONS IN DETAIL

A. Briefings:

Generally three conditions of readiness prevail for any mission of a fighter-bomber group. They are: pre-briefed, alerted for mission assignment, and standby for pre-briefed mission or change in mission.

1.      Pre-briefed missions are the most desirable but require more advance notice and planning. Generally two (2) or three (3) hours is required to complete all phases of this condition. If such advance notice is available, a group briefing will be held for all pilots scheduled. This briefing will include:

(a)  An operations briefing to include: start engine time, time and order of take-off, time over target, courses to target via known or easily found check points, communications procedures, plan of attack, courses for emergency and normal return, and items of special interest such as weather penetration SOP, abort procedure, weather minimums, and alternate targets.

(b)  An intelligence briefing to include friendly air activity, enemy air activity, enemy counter-measures (i.e. Flak, camouflage, air attack, etc.), escape and evasion material, target importance, restricted areas, and other current enemy and friendly information.

(c)  A weather briefing to include: general synoptic situation, local conditions, forecast for take-off, landing, enroute, and target weather conditions, and possible alternate landing fields.

(d)  A briefing by the Ground Liaison Officer to include: ground situation, enemy and friendly activity, ground-air recognition signals, bomb line location and changes pertaining escape and evasion data to include present and near future passwords and counter-signs.

2. Separate squadron briefings follow group briefings and include specific tactics, designation of leaders, and designation of deputies, aircraft assignments, and applicable SOPs (i.e. weather penetration, ordnance difficulty, etc.).

3. When aircraft are alerted for mission assignment all possible information will be passed to pilots beforehand. Upon mission assignment, if time permits, a group briefing will be held. Alternate procedures include briefing of flight and squadron leaders in person or in event of a closer time requirement, by telephone.

4. A standby condition occurs when mission change is contemplated (i.e. marginal weather at base or target, changing enemy situation). Normally, a group briefing is or has been held and changes are passed on to respective leaders by telephone.

5. In all cases, the flight leader holds a short briefing for members of flight.

B. Ground Operating Procedure:

All aircraft start at pre-briefed or assigned time. Every possible effort will be made to start by tactical units (i.e. flight or squadron all start engines at same time). As soon as possible after starting, aircraft will taxi to take-off position as instructed. Aircraft will taxi in take-off order with assigned spares filling aborted positions. Upon receiving take-off clearance, aircraft will line up and take-off at intervals in accordance with existing SOPs. Maximum speed consistent with safety will characterize all ground operations due to fuel consumption characteristics of jet aircraft.

Normal join-up with VFR conditions is accomplished by units on course to the target. The leaders fly at reduced power until their flight or squadron is complete; they then advance to climb power. If instrument flight will be necessary, units attempt to join up prior to penetration. At times this is only partially possible or completely impossible, in which case, penetration is begun by aircraft or partial units at constant speeds and power settings. When breaking out on top or between layers, normal join-up is effected. On pre-dawn take-offs, join-ups are affected in the same manner with aircraft using running lights over friendly territory only.

IV. TYPES OF MISSIONS

Fighter Sweep Missions:

Fighter sweep is designed to achieve or maintain air superiority throughout air-to-air combat. This mission must be assigned to units equipped with adequate modern aircraft and the tactics employed would be those derived from the latest available information of similar actions. Formations employed use the basic four (4) aircraft flight, with the leader and element leader representing the attack component and wingmen the support or defensive component. After initial contact most air-to-air combat quickly breaks down into small actions of flights or elements. Every effort should be made to prevent breakdown of the basic two (2) aircraft element. Group or larger formations are normally dispatched on fighter sweeps to provide wide area coverage while retaining mutual support. Aggressive action is essential. You must seek out and destroy enemy aircraft to achieve air superiority.

Fighter Escort Missions:

Fighter Escort missions are assigned to protect more vulnerable aircraft from enemy air action. Normal defensive tactics will be employed. This mission also requires adequate, up-to-date equipment. Formations for escort also use as the basic unit the four-ship flight. The size of formations may vary up to squadron depending on the requirements. Squadron formations are normally the largest single unit employed for escort; however, if large numbers are required, squadrons usually maneuver in positions of mutual support or divide areas of responsibility. Escorts should not be enticed into extended flights. Never during the escort phase should the vulnerable unit be unescorted. The most recent experience in escorting aircraft where opposition is from high performance aircraft operating at or near each one indicates that determined attacks cannot be prevented by the close support method. Attacking aircraft simply attack through the escorts at such speeds that it is impossible to intercept or divert them. The only possible solution seems to be a fighter screen many miles from those being protected and this solution to be adequate requires superior numbers of aircraft. Another solution would seem to be bombers and photographic planes capable of speeds near or in excess of available enemy fighters.

Interdiction Missions:

Normal interdiction missions are the most profitable employment of tactical aircraft. They entail deep penetration of enemy territory and are directed against enemy channels of supply and/or support. Complete, temporary, or near complete isolation of the battle area is sometimes possible with obvious advantages to our ground forces. Formations for interdiction missions are usually squadron size with small time separation between the squadrons to facilitate attacks without creating congestion in the target area. The actual attacks are made by flights with a very close time interval so that maximum surprise is utilized and minimum vulnerability to ground defenses is achieved. As a rule, areas of maximum ground defenses can be avoided unless they are in or near the assigned target. Rapid attack and withdrawal by units in close interval tends to saturate the ground defense system, provide more safety for attacking units, and fully utilize whatever surprise is granted, further, the shock effect of attack is increased.

Armed Reconnaissance Missions:

Armed reconnaissance missions are designed to supplement the interdiction program to provide information. They entail simply hunting for targets of opportunity usually within the interdiction areas, to further deprive the enemy ground units. Much useful information is gained from these missions by a study of attack result. Some such missions may be dispatched to maintain surveillance of areas or routes, reconnaissance missions are performed by flights with one element searching for targets while the other provides cover from enemy air action, cover from unexpected enemy ground fire, and navigation. The searching element proceeds at a compromise altitude and speed to facilitate searching while retaining some measure of security from ground fire. The second element should follow at a higher altitude to perform its cover mission.

Close Air Support Missions:

Close air support missions are those in direct support of friendly ground forces and in their immediate vicinity. Proper use of close air support is to attack targets which ground units cannot successfully suppress or destroy, targets which require more massed explosives than the ground weapons can deliver, or lastly, those which ground weapons are too busy to engage. The attacking force is generally composed of the four (4) ship flight. Larger formations are difficult to control. Close air support and target designation is necessary for maximum coordination, efficiency and safety. Modern jet aircraft require maximum coordination and decisive action by controlling agencies, or their superior speed and mobility are wasted. Fuel consumption is a very important factor for jet aircraft operating at low altitudes.

Rescue Operations -- Cover (Enemy Territory):

Cover for downed men follows one of two possible plans. they are: search and/or cover, commonly known as CAP: search generally occurs when no contact, either visual or radio, has been made with downed aircrew. It is very similar in execution to armed reconnaissance in that flights usually participate alone with one element searching while the other performs a cover function. Lower flights for the searching element is more essential than in the case of reconnaissance. Searching aircraft are extremely vulnerable to ground fire. Therefore, speed of the lower aircraft should be maintained at the highest level consistent with effective search. When contact has been established with a downed party behind enemy lines it is either visual or by emergency radio. If the contact is visual it should be maintained if at all possible. This requires low flying aircraft, usually an element and cover. Downed aircrew may require aid in the form of ground strafing of enemy search parties; this must be accomplished by visual signals and great care should be taken to insure safety of downed parties from friendly fire. When radio contact with the downed party is possible, continuing visual contact is not desirable. It is possible to continually perform cover from medium altitudes descending only when necessary. In this way the position of the downed parties is not revealed, minimum exposure to ground fire is experienced, and more time over target is available to jet aircraft. Inbound rescue facilities such as helicopters or amphibians are particularly vulnerable to ground fire. They require escort to and from the rescue area. Normally this cover provides protection by strafing from ground fire and/or cover from enemy air action. Air action cover is performed as a normal escort. Extremely good results have been obtained when downed aircrews are equipped with URC/4 emergency radios. The search and cover problems are greatly simplified. Great stress is placed on radio discipline since the emergency channels soon become widely used during rescue operations and many of the transmissions are vital.

V. TYPES OF ATTACK

Dive Bombing:

There are several types of bombing attacks available to fighter-bombers. They are: dive-bombing, glide bombing, and skip bombing. Dive-bombing is directed against point targets. It entails attacks at dive angles of 45 degrees or greater. Present tactics call for a base leg position near 12,000 feet above ground. The attack may be initiated by a steep pull to reduce air speed followed by a diving turn to line up on the target or by a diving turn to line up on the target from level flight. Release of ordnance is accomplished between 4,000 and 4,500 feet above the terrain and pull out completed not lower than 3,000 feet above the terrain. There are two methods of withdrawing from the target area. When intense small arms fire is encountered, aircraft climb as fast as possible to 5,000 feet, on breaking away from the target, taking evasive action throughout. On targets where automatic weapons or large anti-aircraft weapons are encountered, aircraft use the speed gained on their bomb run. Sharp turns and high speed are the best evasive tactics against weapons of this nature. Although some accuracy is sacrificed by such a great slant range at the time of release, it is believed that minimum vulnerability to ground fire warrants the procedure and experience gained from usage improves results to an acceptable standard.

Glide Bombing:

Against targets where trail error loses importance (i.e. straight length of railroad track or road), a glide bombing attack is used. This attack begins from a base leg position at 6,000 to 7,000 feet. It is executed by a diving turn toward the target followed by a shallow dive (20-30 degrees) and release at the lowest altitude possible to escape bomb blast damage. The minimum altitude has been established at 2,500 feet for 1,000-pound bombs and 2,000 feet for 500-pound bombs (traditional). Experience has proved this method of attack ideal for interdiction against rails or roads yielding a good percentage of hits. Attacking aircraft are quite vulnerable to small arms, machine gun, and automatic weapons fire since they spend considerable time in straight-line flight within the area of these weapons maximum effectiveness. When attacking targets where ground fire is expected, the dive-bomb attack is utilized.

Modified Glide Bombing:

A modification of this attack is used in areas of moderate enemy ground fire. This attack is actually a compromise between glide and dive-bombing and begins at 8,000 to 9,000 feet, followed by a slight pull-up to lose speed and a dive angle of 30 to 45 degrees. Release altitude is between 3,000 and 4,000 feet. This type of attack, variously called steep glide bomb or modified glide bomb is frequently used with good results.

Skip Bombing:

Skip bombing is directed against point targets (i.e. railroad tunnels, buildings, fills and cuts on roads or rails, and bridge abutments or pillars). It is executed by a low-level flight at 100 feet or less up to the target, a last minute release and pull-up to avoid collision with the target. Delay fuses for the bombs are essential for this type of attack. This organization commonly uses 8-15 second delay. After attack immediate pull-up and/or breakaway is required to avoid blast from ricocheting blast and bombs or misses which continue for some distance and often explode in the air. Time intervals between members of a flight must be carefully planned to avoid bomb blast from preceding aircraft. Napalm is dropped in the same manner. With napalm, no bomb blast is experienced; however, the area of the napalm blast is temporarily devoid of oxygen and must be avoided by the jet aircraft. A flameout may occur if jet aircraft are flown through smoke or flame from a recent drop. These attacks depend upon surprises, high speed, and movement below the level of depression of weapons for their protection from enemy ground fire.

VI. CHOOSING TYPE OF ATTACK

The choice of type of attack to be used in a particular situation depends on a number of factors. Generally considered, the most important of these are nature of the target and enemy opposition expected. As a general rule, the more ground-to-air fire expected, the steeper dive angle used for the attack. The ideal attack would combine the maximum accuracy with safety. Attacks should be planned so that as little time as possible is spent within the maximum effective range of enemy weapons. What attacks are pressed within these areas should be so designed that airspeed, altitude, and direction are never constant. For example: small arms and machine gun fire reaches its maximum effective slant range at 1,500 yards or 4,500 feet. Aircraft using 3,000 feet altitudes as a minimum have diminished vulnerability from most of the normally emplaced weapons in the target area. Automatic weapons have a maximum slant range about 7,000 to 9,000 feet. Aircraft attacking against this type fire who hold 5,000 feet as a minimum or go below that minimum only on pull-outs, may expect minimum vulnerability.

Strafing:

Strafing or machine gun attacks on ground targets is conducted in accordance with established gunnery procedures with a few minor changes. Cease firing or breakaway range varies according to the terrain. Mountainous terrain requires great care in planning axis of attack and breakaway. In combat zones, camouflage is usually handled with great care, targets will generally be hard to find and attack. High angle strafing attacks are preferred at all times to provide some safety from ground fire. Combat gunnery precludes regular gunnery patterns. Each pilot should strive to follow a different pattern or path of attack and breakaway. Aircraft in close trail are particularly vulnerable. Misses on the leading aircraft more often than not are behind and make following position dangerous. If the attack can be planned to provide nearly simultaneous attack from different directions it should be done. Thus division of ground fire and maximum surprise is achieved. It is not profitable to strafe ground anti-aircraft weapons. The more stable platform of the ground gun and the simplification of his gunnery problem on direct attack make for maximum effectiveness; certain situations might occur to require such attacks. They are: cover for reconnoitering aircraft when they are temporarily caught in bad position, cover for rescue units during rescue operations, and cover for other pre-briefed or necessary mission.

Rockets:

Aircraft rockets are used in accordance with accepted gunnery manuals. Precautions applicable to strafing also apply to rocket attacks. Use of aged rocket motors should be avoided if possible. Over-aged motor units and damaged units behave erratically and self-inflicted battle damage is often the penalty.

VII. AFTER THE ATTACK

After attack is completed, units rejoin as rapidly as possible and proceed with such secondary missions assigned or return to base. Formations are as previously given. Special emphasis is placed on rapid rejoining of units in formation since it is during the period between attack and join-up that aircraft are most vulnerable to enemy attack and during this period leaders should maneuver to aid their formations in joining and all pilots should be clearing themselves, aircraft ahead of them, and the trailing aircraft of the formation.

Upon returning to the base, aircraft will land in accordance with SOPs. All pilots should be especially alert during this landing phase. Large numbers of aircraft, which are at times low on fuel, will be landing. This is the time when clear thinking can prevent confusion and accidents. As soon as possible after landing, pilots will report to Operations for intelligence interrogation. A short critique of pilots by leaders of the squadron or flight will be held to discuss methods, errors, and possible corrections.

VIII. IMPORTANCE OF SUPPORTING ELEMENTS

Because of the large quantity of ordnance carried, the variety of mission assignments possible, continuous maximum usage of aircraft, and the fairly high incidence rate of battle damage, a fighter group is solely dependent upon its support elements and supporting units. Failure of one form or other of support is the greatest potential source of mission failure. It is therefore required of every member of a fighter group that he maintain a high degree of cooperation with supporting agencies, that he appreciate the problems of these units and strive to minimize them, and finally that he recognize the importance of this support and acknowledge it.

IX. SECURITY

Security in a combat zone is a continuing vital problem. Information such as briefing times, target data, commonly used routes, aircraft status, tactics, SOPs, general thinking of planning agencies, friendly ground situation, and pertinent escape and evasion information all of which are common knowledge to combat pilots is particularly complicated with local indigenous personnel being used as supplemental labor around the base. Radio conversations are freely broadcast to any listener and radio discipline SOPs must be so designed to deny useful information to the enemy. All personnel should be extremely security conscious at all times. Efforts will continually be made to maintain this attitude.

X. SUMMARY

Source - Air Force Historical Research Agency (AFHRA), Maxwell AFB, Alabama

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