2-ship pop-up attack
Options:
1) #1 VLD, #2 offset pop-up
2) #1 direct pop-up, #2 offset pop-up with altitude deconfliction (fragment pattern)
3) #1 and #2 offset pop-ups in different offset + or - 45 degrees, or echelon, with altitude deconfliction
4) #1 and #2 offset pop-up in trail with time deconfliction. Pop up echelon, 2-ship split.
Figure direct and offset popup
Simultaneous Attacks
First, let's look at the maximum bomb fragmentation travel chart (see Table). This data must be used to determine fragment deconfliction between multiple aircraft attacks. The envelopes present the maximum altitude and maximum horizontal range anticipated for the worst-case fragment of the bomb case, and the time from detonation until all bomb case fragments have settled to the ground. Data are provided for sea level and 5000' target density altitudes.
Figure simultaneous attack
The frag pattern (MK82) takes 9 seconds to form for about 24.4 seconds (at sea level). In order to avoid the frag pattern you simply need to "not be there" when it reaches such an altitude/distance, this is easily achieved if you perform a proper delivery, especially including the SEM.
As long as you set up your weapon profile correctly (including the SEM) and then execute your delivery as planned paying attention to the HUD cues (the MRC and abort cues) you'll be fine. If you descend below the MRC and/or see the abort cues in the HUD (X in the CCIP pipper) abort and you'll be fine.
Figure bomb fragment travel
Time Deconfliction
Time separation between aircraft deliveries must be equal to or greater than the time the preceding weapon's fragments are in the air, plus the delivery TOF of the preceding munition. To ensure frag deconfliction from the last weapon in the string, attack intervals should include the time required for the ripple/train release.
The classic method to achieve time separation is to space the aircraft in elements 2 to 3 nm in trail. Line abreast to a trail formation of 2-3 nm can be accomplished quickly using variations of a 90/90 maneuver:
• The wingman turns 90o off the ingress heading for approximately 20 seconds.
• After 20 seconds, the flight leader should have traveled 3 nm and the wingman then turns back to the target.
• Some visual contact may be lost; initiate close to the target but far enough out to avoid getting jammed.
Advantages:
• A more flexible attack is possible if navigation accuracy or target acquisition is questionable.
• Subsequent flight members can bomb off of lead’s bomb impact.
Disadvantages:
• The wingman flies single-ship close to the target area.
• The flight strings out, which reduces visual mutual support and complicates post-attack rejoin.
Figure 90/90 maneuver
Altitude Deconfliction
Following aircraft must recover above the maximum altitude for the fragment envelope for the preceding attacker's munition. For example, a 3150' minimum recovery altitude is required for a MK 84 delivery at a 5000' target density altitude (Maximum Bomb fragment Table).
Advantages:
• The wingman will have more time to acquire the target.
• High release enables a direct, radar-fuzed CBU delivery.
• Weapon effects improve with increased impact angle.
• Allows simultaneous attacks on a point target.
Disadvantages:
• Weather must permit higher-altitude deliveries.
• Exposure time for wingmen is increased.
• Depending on release altitude, puts wingman in the heart of threat envelopes.
Horizontal Deconfliction
Based on data from the same chart, targets separated by a lateral distance of more than 3715' (TDA 5000') are clear of the frag envelope. This means that no portion of the delivery/recovery by succeeding aircraft should be closer to the target than the 3715' minimum. If attack headings are not parallel, more lateral spacing between targets is required.
Advantages:
• Visual contact is maintained throughout.
• Simultaneous attack saturates defenses.
• Reduces flight exposure time.
Disadvantages:
• Large target is required.
• Flight path conflict over the target is possible.
Flying A Tactical Pop-Up
Whether you'll be a leader or wingman, there are three things you can do that will greatly improve your chances of success: know the profile, navigate precisely, and recognize and correct for errors. It helps to have a sketch of the attack on your leg.
Some very good articles (by Andy Bush) can be found here:
http://www.simhq.com/_air/air_092a.htmlhttp://www.simhq.com/_air/air_101a.html
Definition wise, I know what it is, but I also know that your DAPS calculates it for you for profiles. Guess my question is, whats the best method to determine it visually or without DAPS? I would imagine it'd be shorter for higher angle deliveries and longer for lower angle? 
