Traditionally guidance and control synthesis for aerospace vehicles is done in three loops, i.e. an outer loop for the vehicle guidance and two inner loops for the control synthesis. This essentially introduces approximations and associated difficulties such as larger settling time and higher transients. To overcome these difficulties (which is very much essential in many modern challenging missions), the philosophy of integrated guidance and control (IGC) has been proposed in the recent literature. However, an inherent problem in the IGC designs is the non-assurance of time-scale separation between the translational and rotational dynamics. More important, the desired body rates are not explicitly available, whereas the primary action of the control surface deflection is felt in the alteration of the body rates (which subsequently leads to alteration of the translational dynamics). Because of this, the design operates in a very narrow region of time-varying tuning parameters and tuning becomes extremely difficult. Hence, to retain the best of both philosophies, the ides of two-loop *Partial IGC* has been proposed by the speaker and successfully experimented in a number of problems by him and his co-workers. This talk, a significant part of which is based on a recent publications of the speaker, will essentially give an exposure to the basic philosophy of this two-loop Partial IGC, followed by its application to the challenging problems of successfully guiding an interceptor to engage with an incoming high-speed target. Extensive six degrees-of-freedom simulations studies have been carried out (considering three-dimensional engagement geometry) to demonstrate the effectiveness of the proposed new design approach engaging high-speed ballistic targets. Moreover, a variety of comparison studies have also been carried out to demonstrate the effectiveness of the proposed approach, which will also be discussed in this lecture.