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The Project 64 etext of the ~Wings of War manual~, converted to etext
by anonymous, obtained from the Asimov Apple ][ site
ftp://ftp.apple.asimov.net/pub/apple_II/images/games/strategy/SSI/
computer_air_combat_11.zip, pointed to by Evin Mulron's Apple ][ SSI
page http://www.concentric.net/~evin/ssi/. Please note that "Wings of
War" for the C64 is the same game as "Computer Air Combat" for the
Apple ][.

WINGOW10.TXT, May 1997, etext #245#.

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Wings of War (Computer Air Combat)

Table of Contents

1.0 Introduction.........................................2
2.0 General Description................................. 2
3.0 Sequence of Play.................................... 2
4.0 General Commands.....................................3
5.0 Moving Your Aircraft.................................4
6.0 Visibility...........................................8
7.0 Combat...............................................8
8.0 Scenario Selection..................................10
9.0 Familiarization Flight Example......................10
10.0 Hints on Tactics...................................10
11.0 Designers Notes....................................11

1.0 Introduction
Computer Air Combat is a simulation of aerial warfare during World War
II. Players have the option of flying American, British, German or
Japanese aircraft in a variety of different air combat missions. Each
of the different aircraft types will maneuver, attack and absorb
damage in the game according to how it actually performed in combat.
These rules are intended to introduce you to basic concepts necessary
to play the game. They do not provide details of the extensive
mathematical formulas and data used to simulate aircraft performance
or determine the outcome of attacks. These details are left for each
player to discover as he plays the game, just as a new fighter pilot
often had to "learn the hard way" by climbing into the cockpit and
taking off to engage the enemy. If you are playing this game for the
first time, it is recommended that you read the rules up through
section 8, then play along with the instructional flight example
presented in section 9. After that, you're ready to solo.

2.0  General Description
2.1 Parts Inventory
A.  Game Box
B.  Rule Book
C.  5 1/4" Game Disc
D.  Two Mapboard Cards
E.  Two Aircraft Data Cards
F.  Game Selection Card
G.  Two Grease Pencils

2.2 Game Units
Horizontal distances and attitudes are measured in kilofeet (1000
feet, abbreviated kft). Distances are displayed to the nearest tenth
of a kilofoot (100 feet); altitudes are displayed to the nearest
hundredth of a kilofoot (10 feet). Speed is displayed in miles per
hour (mph), rounded to the nearest 10 mph. Each game turn represents
approximately seven seconds of real time. The precise value was
selected so that in one turn the distance move a in kilofeet is equal
to speed in miles per hour divided by 100. For example, an aircraft
traveling 250 mph will move 2.5 kft per turn.

2.3 Passwords
At the start of each two player game both players will be required to
enter a password of one to five characters. It is important that each
player keep his password to himself. This will ensure that secret
information held by the computer is revealed only to the appropriate
player.

2.4 Saving a Game
A game in progress may be saved at the start of any move or combat
phase for either player. Saving a game allows you to resume a game
from the point at which play was suspended. The option of saving a
game before any move or combat phase permits playing a game by
correspondence. Saving a game is accomplished through the use of the
(Q)uit command described in section 4.8.

2.5  Talking to the Computer
The computer will prompt you for whatever information is needed. These
prompts will usually take the form of asking you to answer a question,
enter a number, or select a command from a menu of options. After
responding to each information request from the computer, complete
your response by pressing the (return) key. To correct a mistake, use
the (left arrow) key to backspace, then type over the mistake. Most
inputs require only a single letter, except for the 2 letter movement
commands described in section 5. Yes or No replies are entered by
typing the single letter (Y) or (N). If the first letter of a possible
response is enclosed in parentheses, it means that only that single
letter should be entered; examples are the general commands described
in section 4. In a few instances you may only have to press the
(return) key. This technique is used either to select a "default"
value, such as a resume program execution after pausing to permit
viewing of displayed data.

3.0  Sequence of Play
Computer Air Combat is played in a series of game turns until all
aircraft on one side are destroyed, or the engagement is terminated by
mutual agreement.  Each game turn consists of a standard sequence of
phases.

3.1  Scenario Selection and Set-up Phase (Start Of Game Only)
At the start of a game both players decide which scenario they want to
play (see the Game Selection Card), the number and type of aircraft
each player will control, and the starting location, scenario and
options selected. Some of these starting conditions may be chosen
randomly by the computer.

3.2 First Player Movement Phase
The first player secretly moves all of his aircraft.  Before moving
any aircraft, he may request aircraft position or status reports, or a
global position plot.

3.3 Second Player Movement Phase
The second player, or the computer in solitaire scenarios, secretly
moves all of his aircraft Player 2 may also check position or status
reports, or examine a global position plot before beginning movement.
Any information on aircraft locations provided to Player 2 at this
time will be as of the start of the turn; the results of Player 1 's
movement this turn is not made available to Player 2.

3.4 Second Player Combat Phase
The second player may now check the positions of all aircraft visible
to him, and initiate combat against any enemy aircraft which are
within range. All positions shown at this time are those resulting
from movement during the present turn. Before initiating combat, he
again has the option of examining position or status reports, or plots
of aircraft locations.

3.5  First Player Combat Phase
The first player enters his password and checks for possible combat
opportunities for his aircraft, in the same manner as the second
player.

3.6 Combat Results Phase
The effects of any attacks conducted during the preceding combat
phases are determined, and damage recorded. The computer checks to see
if all aircraft on either side have been shot down, thus ending the
game. If not, the next turn begins with the First Player movement
phase.

4.0  General Commands
At the beginning of each movement and combat phase there are several
commands available to the player. These commands are described in this
section and summarized on the Game Information Card.

4.1 Position Report (P)
Displays the position, course, speed, and bank and nose attitude of
all friendly aircraft and all visible enemy aircraft. In the Night
Fighter scenario, if no enemy aircraft are visible, a radar contact
report on the currently assigned target will be given.

4.2 Status Report (S)
Provides information on the amount of damage an aircraft has taken and
on the amount of ammunition remaining. Damage categories and their
interpretation are:

None No damage
Hit Less than 50%
Major Between 50% and 75% damage
Critical Greater than 75% damage
Out       Engine disabled (Multi-engine aircraft only)

Ammunition supplies refer to number of attacks remaining for
forward-firing guns only (turret guns do not run out of ammunition).
Separate totals are shown for cannon and machine gun ammunition.

4.3 Global Plot (G)
Plots all friendly and all visible enemy aircraft on an 80 kilofeet by
140 kilofeet display. The plot is initially centered on X = 0, Y = 0),
but you have the option to re-center the global display on any point
in the XY-plane. The X-axis and Y-axis are indicated on the plot,
except when no longer present due to re-centering. When not centered
at the origin, the global plot center is indicated by a small cross.
The global plot is always oriented with north toward the top. Friendly
aircraft are displayed as an open-centered rectangle; hostile aircraft
as a solid square. Course, speed, altitude, etc., on all visible
aircraft are available through the (P)osition command described in
section 4.1.  If present, the direction of the sun will be indicated
by a solid color rectangle on the W, SW, S, SE, or E edge of the plot.

4.4 Movement (M)
The movement command permits you to move all friendly aircraft as
described in section 5.0.

4.5 Tactical Plot (T)
Plots all aircraft visible in the immediate vicinity of a single
friendly aircraft. This is the same plot which is shown when moving an
aircraft except that positions are shown at the completion of all
movement. This command is normally used to decide whether or not to
initiate combat by seeing if there are  any enemy aircraft which can
be attacked. A firing arc is plotted in front of your aircraft to aid
in determining whether there are any aircraft in position to be
attacked by your forward-firing guns. The tactical plot is
aircraft-centered, and the top of the display is always in the
direction of aircraft heading. A small window in the lower right hand
corner displays the compass heading of the display orientation, e.g.,
N, NW. The tactical plot extends 6 kft ahead, 2 kft behind, and 7 kft
to the sides of the center aircraft.  The length of each firing arc
symbol is 2.5 kft, The size of the aircraft symbols is not to scale;
the length of The size of the aircraft symbols is not to scale; the
length of each symbol is 0.45 kft, about 10 times the length of a WWII
fighter.  Symbols for aircraft which are within 0.45 kft each other
horizontally may overlap; however, collisions only occur when aircraft
end a turn within .03 kft of each other. All friendly and visible
hostile aircraft located within this 8 x 14 kft region are displayed
oriented relative to the aircraft whose tactical plot is being
presented. Aircraft outside this region can be plotted using the
global plot described in the previous section. Friendly aircraft are
indicated by a white identification stripe just forward of the tail.
Hostile aircraft are a solid color and do not have this identification
stripe. The bank attitude of each aircraft is visually indicated on
the display. The following symbols are used to show the different bank
attitudes:

(See Illustration)

Note that the three inverted attitudes are all indicated by a "white
stripe" painted on the lower surface of each wing. The  tactical plot
perspective is always looking down from above on an aircraft
regardless of relative altitudes. You will notice a size increase in
symbols plotted at a relative angle of 45, 135, 225 or 315 degrees;
this distortion is introduced by the Apple hi-res graphics. The
following are the symbols used for V-1's, bombers in level flight, and
air race pylons:

(See Illustration.)

Bombers in level flight are shown with engine nacelles on the wings
for ease of separating bombers from fighters, even though there are
single-engined bombers and twin-engined fighters in the games. An
(ID)entification option is available on the tactical plot to provide
identity, course, speed, altitude, etc., on each aircraft displayed;
this option is described in more detail in section 5.

4.6 Combat (C)
Checks all friendly aircraft to determine if there are any enemy
aircraft which are subject to attack. You will be informed of each
possible attack in order, and given the range, target aspect and type
of guns available.  You will then be asked if you want to make an
attack or not. If you answer yes, the attack will be conducted and you
will be informed whether or not your attack scored any hits. Each type
of gun may only attack one target per turn.

4.7  Unload Aircraft (U)
Aircraft can begin the game loaded with either bombs or auxiliary fuel
tanks. Loaded aircraft have degraded climb and dive rates,
maneuverability, etc. At the start of each movement phase, you can use
the (U)nload command to drop whatever load the aircraft is carrying
and thereby improve your aircraft's performance (but with a possible
penalty in victory conditions).

4.8 Quit (Q)
Suspends play of the game and asks if you want to save the current
game conditions. After saving a game you are given the option of
resuming play. If you do not save the game or resume play then the
final results of the game will be displayed. It should be noted that
the (Q)uit command is not shown on the command menus which are
displayed. This command always may be given whenever the other command
options in this rules section are available.

5.0 Moving Your Aircraft
Aircraft movement is controlled by maneuver commands which affect
aircraft speed, direction, altitude, and bank and nose attitude. The
response to each maneuver command will depend on the type of aircraft
you are flying, its altitude, speed, whether or not it is loaded, and
the amount of damage it may have sustained. All movement is assumed to
occur simultaneously, although Player 1 moves all of his aircraft
before Player 2 moves his aircraft.  When moving an aircraft, the
player will be presented with a tactical plot showing all visible
aircraft up to 6-7 kft ahead and 2 kft behind the aircraft being
moved, as described in section 4.5. Beneath the plot will be displayed
the altitude, speed, initial heading, current heading, bank and nose
attitude, maneuvers currently in progress, and distance already moved
this turn. Information about maneuver capabilities at the aircraft's
current speed and attitude can be obtained by using the CK command.
Other aircraft displayed on the tactical plot can be identified using
the ID command. These 2 non-maneuver commands are described in section
5.7.

There are nine different maneuver commands available:

ST - Move aircraft straight ahead
RR - Roll to the right (clockwise)
RL - Roll to the left (counter-clockwise)
TR - Turn right
TL - Turn left
SR - Sideslip right
SL - Sideslip left
NU - Nose up
ND - Nose down

Each of the maneuvers, except for move straight (ST), require the
aircraft to move a certain distance, based on aircraft type, speed and
altitude, before the maneuver is executed.  While this distance is
being moved, the maneuver being executed is displayed as a "current
maneuver." More than one maneuver of different types may be executed
simultaneously, as long as a required nose or bank attitude is not
changed during a turn, sideslip or half-loop maneuver. The computer
will check the validity of all maneuvers and inform you whenever you
attempt to execute an illegal maneuver. When you give the ST command
the computer will ask you how far you want to move (from 0.1 kft up to
the distance remaining to be moved). If you simply type (return), the
distance moved will be the amount necessary before the next completion
of a maneuver in progress. If there are no current maneuvers listed,
then typing (return) will cause the aircraft to move the distance
necessary to complete the current game turn. The remaining eight
maneuver commands are described in sections 5.3 - 5.6.

5.2 Speed
The current speed of an aircraft is displayed in miles per hour, to
the nearest 10 mph. During each game turn an aircraft will move, in
kilofeet, a distance equal to its speed divided by 100. Certain
maneuvers will immediately reduce an aircraft's speed, so that the
distance moved in the current turn also will be reduced. All maneuver
commands except ST cause a delayed speed reduction. Delayed speed
losses are not applied until the end of a turn, and so may be offset
by speed gains resulting from applying power or diving.

5.2. Speed Regions
It is important to be aware of three speed limits for your aircraft:
stall speed, maximum level speed and maximum dive speed. These three
speeds are shown, in order, on the aircraft capabilities display (see
section 5.71). Stall speed is a function of bank attitude, increasing
by 10 mph when in a standard bank or inverted, and by 20 mph in a
steep bank. If an aircraft's speed at the start of a turn is below
stall speed, then it will enter a spin, unless it is on the ground
(zero altitude). Aircraft can move below stall speed along the ground
to taxi, take off or land.  An aircraft in a spin will fall out of
control at its maximum dive rate. It will move straight ahead the
distance corresponding to its initial speed, but will end the turn
with a randomly-determined heading. The speed gained in the dive will
eventually end the spin when stall speed is once more exceeded.
Maximum level speed is the highest speed an aircraft can attain in
level flight Maximum dive speed is the highest speed an aircraft can
move normally in a dive.  Speeds between level speed and dive speed
can only occur as the result of acceleration due to gravity in a dive.
On occasion a diving aircraft may exceed its maximum dive speed. If
this should occur, the aircraft will become more difficult to control,
with significant increases in the distances required to execute
maneuvers - including pulling the nose up to come out of the dive!

5.22 Speed Changes
Speed maybe increased by diving or by the application of power. Speed
decreases may occur as the result of maneuvers, climbing or reducing
power. After all movement commands have been executed in a given turn,
You will be asked to select a power setting, an integer value from 0
to 10. The available power range will be reduced, as required, to
maintain speed above stall speed and below maximum dive speed. A power
setting of 10 represents full throttle, while a setting of 0
represents all possible actions which can be taken to reduce speed,
except climbing or maneuvering. The speeds which the upper and lower
power settings will produce are provided to help in determining the
proper power setting. Speed changes resulting from climbing, diving or
maneuvers are automatically factored into the upper and lower speeds
available. if the currently displayed speed of your aircraft is
between the upper and lower speeds available, then you may maintain
that speed by simply typing (return) instead of entering a specific
power setting.

5.3 Roll Maneuvers (RR, RL)
Roll maneuvers are used to change an aircraft's bank attitude. There
are eight possible bank attitudes:

LV Wings level in normal flight
R1 Standard right bank
R2 Steep right bank
IR Inverted right bank
IV Wings level in inverted flight
IL inverted left bank
L2 Steep left bank
L1 Standard left bank

A change from one bank attitude to an adjacent attitude will result
from a one-point roll. If the roll is to the right (RR command), the
bank attitude will change to the next lower attitude on the above
list, e.g., from LV to R1 . A one-point roll to the left (RL command)
will cause a change to the next higher attitude on the list, e.g.,
from L1 to L2. When either the RR or RL commands are given, you will
be given the option of rolling 2 or more points with a single command.
Rolling 2 or more points with a single command can be accomplished
more rapidly than rolling the same number of points with a series of 1
- point rolls, since in the latter case additional time is required to
stop at each intermediate bank attitude. Each roll maneuver causes a
delayed speed reduction of 10 mph.

5.4 Turn Maneuvers (TR, TL)
A turn maneuver will cause a 45-degree change in an aircraft's heading
in the direction of the turn. A turn to the right (TR) can be made in
an R1, R2 or IR bank attitude. An aircraft must be in an L1 , L2 or IL
bank in order to make a left turn (TL). Turns made in the R2 and L2
bank attitudes can be made in one-third the distance required for the
other four attitudes. There is, however, both an immediate speed
reduction of 20 mph and a delayed speed reduction of 30 mph for each
turn maneuver made in an L2 or R2 bank. Turns made in the R1, IR, L1
or IL attitudes suffer only a 10 mph delayed speed reduction. An
aircraft which is moving below stall speed along the ground may turn
either direction while in a LV bank attitude.

5.5 Sideslip Maneuver (SR, SL)
The sideslip maneuver is used to move an aircraft to the side without
a change of heading. The maneuver can only be made in a standard or
inverted bank attitude. A sideslip to the right (SR) is possible when
in either an R1 or IL bank attitude. An aircraft must be in an L1 or
IR attitude in order to execute a sideslip left (SL). Note that when
inverted, the sideslip will move the aircraft in the opposite
direction from the bank. This is because a sideslip always occurs in
the direction of the lower wing. A sideslip will result in a loss of
0.3 kft in altitude and a sideways movement of 0-3 kft The altitude
loss occurs immediately upon completion of the maneuver and is
separate from any changes specified as a result of climbing or diving.
There is an immediate speed reduction of 30 mph due to a sideslip, and
a 20 mph delayed speed loss.

5.5 Pitch Maneuvers (NU, ND)
Pitch maneuvers are used to bring the nose of your aircraft up (NU) or
down (ND). There are five possible nose attitudes for an aircraft: H2
nose up in steep climb, H1 nose up in normal climb, LV nose level, L1
nose down in shallow dive, L2 nose down in steep dive.  The NU command
will cause the nose of your aircraft to move to the next higher
attitude on the above list, unless already in the H2 attitude.
Similarly, unless in the L2 attitude, the ND command will move the
nose of your aircraft to the next lower attitude. Issuing the NU
command in H2 nose attitude or the ND command in L2 attitude will put
your aircraft into a half-loop; this maneuver is discussed in section
5.63. For an aircraft in a steep bank attitude, an NU command executed
white in a steep dive (L2 nose attitude) will result in a 45-degree
heading change in the bank direction, and a simultaneous change from
steep bank to standard bank attitude, e.g., R2 to R1.

5.61  Climbing
The nose of your aircraft must be in the H1 or H2 nose attitude in
order to gain altitude by climbing. Aircraft in a steep bank attitude,
R2 or L2, can only climb if in H2 nose attitude; for them the H2
attitude is like H1 , and H1 is equivalent to LV. The H1 attitude is
used for normal climbing, while the H2 attitude is used only to trade
speed for altitude in a "zoom" climb, or to enter a climbing
half-loop. Inverted aircraft may not be in an H2 nose attitude.
Maximum altitude gain for a complete turn spent in the H1 nose
attitude is shown on the capabilities display obtained using the CK
command (section 5.71); minimum altitude gain is 0.01 kft. Aircraft
which spend more than half a turn in an H1 nose attitude must climb at
least 0.01 kft, unless they are in a steep bank attitude. For purposes
of making this determination, time spent diving will offset time spent
climbing. Maximum climb ability white in the H2 attitude is increased
by an amount which depends upon the speed and type of aircraft.
Aircraft suffer a delayed speed reduction while climbing. This speed
loss varies according to aircraft type, but is between 10 and 50 mph
per 0.1 kft in attitude gain. Most aircraft have sufficient power
available, particularly at low altitude, to offset the speed loss due
to climbing, and thereby maintain a constant speed in a maximum climb
at H1 nose attitude. Speed loss in a zoom climb will occur very
rapidly, however, so that remaining in H2 attitude for more than one
turn will usually result in a stall. The climb rate of an aircraft
drops to zero at its ceiling (maximum attitude, which is indicated on
the Aircraft Data Card).

5.62 Diving
Aircraft in an L1 or L2 nose attitude will lose altitude by diving.
Altitude loss also occurs as a result of the sideslip maneuver, and
for aircraft whose noses are level and are in a steep bank (L2 or R2)
attitude. The maximum altitude loss indicated in the capabilities
displayed using the CK command can only occur for a full turn spent in
the L2 nose attitude. Minimum altitude loss in the L2 nose attitude is
half of the maximum dive distance; this is also the maximum which can
be lost while in the L1 nose attitude. The minimum altitude loss in
the L1 attitude is 0.01 kft. If in a steep bank attitude, minimum
altitude loss with the nose level will be between 0.1 and 0.2 kft; in
the L1 nose attitude it will be half the maximum dive distance; and
the L2 nose attitude forces an aircraft to dive to its maximum amount.
Time spent climbing will offset time spent diving in making this
determination. Diving results in a delayed speed increase of between
10 and 30 mph for each .1 kft of altitude loss, depending on aircraft
type. For most aircraft, speed will build up rapidly in a steep dive.
Using minimum power will offset some of the speed build-up, but for
many aircraft this will not be enough to allow it to spend very many
turns diving its maximum amount before exceeding maximum dive speed.
It is not advisable to exceed maximum dive speed, since distance which
must be moved to execute maneuvers will be greatly increased.

5.63 Half-loops
Executing an NU command with an aircraft in H2 nose attitude will
cause your aircraft to perform a climbing half-loop. Similarly, an ND
command while in L2 nose attitude will initiate a diving half-loop. At
the completion of a half-loop, an aircraft will undergo a bank
attitude reversal (the equivalent of what happens in a half-roll) and
a heading reversal. For example, an aircraft heading north in an L1
bank will complete a climbing half-loop heading south in an IR bank
attitude. Half-loops cannot be performed in a steep bank (R2 or L2)
attitude. An aircraft must be inverted in order to execute a diving
half-loop, and cannot be inverted in a climbing half-loop. An aircraft
therefore will complete a climbing half-loop in an inverted bank
attitude, and since the H2 nose attitude is prohibited while inverted,
the nose attitude will change to H1. When executing a half-loop,
aircraft must climb or dive a fixed distance; this distance depends on
the speed at which the aircraft begins the maneuver. There is an
immediate speed reduction of 10 mph when entering a half-loop, in
addition to the delayed speed reduction of 10 mph associated with the
ND or NU maneuver. It is advisable to enter a climbing half-loop at a
relatively high speed to avoid a stall, and a diving half-loop at low
speed to prevent maximum dive speed from being exceeded.

5.7 Check Capabilities (CK) and identify Aircraft (ID) Commands There
are two non-maneuver commands which may be given during the movement
phase. One of these commands is used to obtain information on the
maneuver capabilities of your aircraft at its present speed and
altitude; the other to identify aircraft appearing on the tactical
plot.

5.71 Check Capabilities (CK)
The CK command will provide a 3-line summary of the current
capabilities of the aircraft you are moving. Below is a sample display
of the information presented:

 RR .3   RL .5   TR 3.9   SR 1.1
 NU .2   ND .5   CL .52   DV 1.09
 PWR  -20 to +50   SPD 90,330,420

The first line shows how far the aircraft must move to execute roll,
turn or sideslip maneuvers. Only maneuvers which are possible in the
current bank attitude will be displayed, so the aircraft in the
example above must be in an R1 bank. If this airplane should roll
right (RR) to an R2 attitude, then the top line would change to:

 RR .8   RL .3   TR 1.3

The second line in the CK display indicates the distance which must be
moved for pitch maneuvers, and the maximum climb and dive distances.
The climb distance assumes a full turn in the H1 nose attitude and the
dive distance a full turn in the L2 nose attitude. The last line shows
the maximum amounts speed can be decreased or increased by changing
the power setting; it also shows the limits for the different speed
regions - stall speed, minimum level speed and maximum dive speed.

5.72 Indentification Command (ID)
The ID command is used both to determine the identity of aircraft
whose symbol appears on the tactical plot, and to obtain information
about the altitude, speed, nose attitude, etc., of such aircraft.
Below is an example of the information presented:

 GE V-1 #1  ALT 2.6  SPD 370
 HDG W   BNK LV   NOSE LV
 RANGE 4.9  ALTITUDE DIFFERENCE -1.1

When the ID command is issued, one aircraft symbol on the display will
begin flashing on and off. If you wish to obtain the above data on
this aircraft, type (Y), but do NOT type (return). To move on to
another aircraft, type (return) and a different aircraft symbol will
start to flash. This selection process is continued until you have
been given an opportunity to identify all aircraft on the screen.

6.0 Visibility
Many World War II pilots first became aware of the presence of enemy
aircraft when they were attacked, and by then it was often too late!
In Computer Air Combat each player is made aware only of those
aircraft which are currently visible to one of his own aircraft. The
following factors determine whether or not an aircraft will be seen by
an opponent.

6.1 Aircraft Type
The cockpit design, location and other structural features of an
aircraft influence how difficult it is for its pilot or crew to spot
other planes. Aircraft with multiple crew members can sight other
aircraft more readily than can single-seat fighters. In the game, each
aircraft type is rated for visibility in 12 separate relative bearing
and altitude sectors.

6.2 Enemy Aircraft Size
The larger an airplane, the farther away it can be seen. Each aircraft
has a size factor which determines both how far away it can be spotted
and how easy it is to hit when fired upon.

6.3 Enemy Aircraft Relative Location
Relative bearing and altitude have the greatest influence on
visibility. An aircraft directly ahead can be detected at ranges about
25 times greater than one directly behind. Aircraft are also easier to
spot if they are near or above your own altitude.

6.4 Relative Motion
An aircraft which is moving directly towards or away from you is more
difficult to see than one which is moving across your field of view.

6.5 Environment
Scenarios can occur either during daylight or at night. Night
visibility ranges are considerably less than during daytime. The
location of the sun, if present during day scenarios, can
significantly affect visibility. Aircraft are much harder to spot if
you have to look for them into the sun. There is a 50% chance of the
sun being present for daytime scenarios starting at 5 kft or below.
This probability increases slightly for higher starting altitudes,
reflecting the increased likelihood of action taking place above the
clouds.

6.6 Pilot Quality
An ace often got that way partly by being able to see enemy aircraft
before they saw him, and this ability is reflected in the game. An
inexperienced pilot, on the other hand, is not able to spot other
aircraft as well as an average pilot.

7.0 Combat (C)
The (C)ombat command will initiate a check for all possible
opportunities for friendly aircraft to attack enemy aircraft As each
opportunity is determined by the computer, you will be given the
option of whether or not to make the attack. This procedure continues
until all attack possibilities have been presented. After both players
have completed their combat phases, a damage report will be displayed,
showing all aircraft which were damaged or destroyed.

7.1 Aircraft Armament
There are two basic types of armament: forward-firing guns and turret
guns. Forward-firing guns can fire only at targets located in front of
the aircraft. Turret guns have fields of fire which vary according to
the type of aircraft.

7.11 Forward-firing Guns
All fighters have forward-firing guns as their principal armament.
There are two different varieties of forward-firing gun: Cannon (CN)
and Machine Gun (MG). In the game, the only difference between these
two varieties is in their ammunition supply, which is described in
more detail in section 7.5. Each forward-firing gun has a firepower
factor associated with it, which is used to calculate the damage it
can inflict on another aircraft. The number of forward-firing guns,
their type and firepower, are indicated on the airplane
characteristics card. This information is also obtainable using the
(S)tatus command (section 4.6). Any guns which have been knocked out
as the result of an enemy attack will not appear on the status
display. For each aircraft with forward-firing guns there is a
firepower quality parameter which indicates the relative quality of
the aircraft as a firing platform. Firepower quality includes such
factors as the location of the guns and the quality of the gunsight
The firing arc of forward-firing guns extends 45 degrees to the side
(as shown by the firing arc lines on the tactical display), and 45
degrees above and below the firing aircraft. Each up or down shift in
the nose attitude moves the vertical firing arc limits up or down 22.5
degrees.

7.12 Turret Guns
All bombers and some twin-engined fighters in the game have turret
guns. The firepower of all turret guns possessed by an aircraft is
represented by a single factor. Therefore all turret guns must fire at
the same target in a single turn. Relative target location is
expressed in terms of whether the target is above, below, or at nearly
the same altitude as the firing aircraft, and whether it is ahead,
ahead and to the side, behind and to the side, or behind.

7.2 Attack Effectiveness
Several factors influence whether or not an attack will be successful
in hitting the target aircraft. The most important is firing range,
followed by target aspect. Other factors include target size, pilot
quality, maneuvers performed by the firing aircraft, and its firepower
quality parameter. The maximum firing range is 2.5 kft, where there is
less than a 50% chance of hitting a bomber-sized target from behind.
The likelihood of successful attack increases steadily as range
decreases, until almost any attack from within 0.4 kft will score some
hits. The number of hits scored on the target from a successful attack
is primarily a function of the firepower factors of the firing
aircraft and the firing range.

7.3 Damage Assessment
Damage assessment occurs at the conclusion of both players combat
phases. The number of hits scored on each target aircraft from all
attacks on it are allocated to various parts of the aircraft wings,
fuselage, cockpit, engine and guns. This allocation is based on a
random distribution corresponding to the general type of aircraft. The
total damage received by each part of the aircraft that was hit is
compared to the maximum damage which can be taken by that particular
part. Once the maximum is exceeded for any one part, the aircraft is
destroyed. There is a slight chance of scoring a critical hit which
would destroy the aircraft each time a cockpit, engine or wing is hit.
These critical hits correspond to hitting the pilot, a crucial engine
part, or igniting the fuel tanks. The extent of damage received by an
aircraft is known only to the player who controls it, and is
obtainable using the (S)tatus command (section 4.6). The player making
the attack is told only whether or not any hits were scored.

7.4 Damage Effects
Damage received by an aircraft can affect its performance
characteristics, as described below.

7.41 Cockpit Hits
Aircraft which have received cockpit hits become more difficult to
maneuver, because of injuries to the pilot or damage to instruments or
controls.

7.42 Engine Hits
Hits on the engine result in reduced power and climb rate.
Multi-engine aircraft can continue to fly. Each engine which is lost
will reduce maximum level speed as well as power and climb rate.

7.43 Fuselage Hits
Fuselage hits on aircraft with turret guns have a slight chance of
reducing the total turret firepower.

7.44 Gun Hits
Each gun hit on an aircraft with forward-firing guns will knock out
one gun. If there are no forward-firing guns, then turret firepower is
reduced by one factor.

7.45 Wing Hits
The effect of each wing hit is to reduce the maximum level speed and
maximum dive speed of an aircraft.

7.5 Ammunition Supply
Each attack conducted by a plane with forward-firing guns will reduce
the ammunition supply by one for each type of gun (CN or MG) firing.
When the ammunition supply for a gun type is reduced to zero, then
that type of gun may no longer fire. The current ammunition supply is
indicated on the (S)tatus display (section 4-6). Turret guns are
assumed always to have an adequate supply of ammunition.

8.0 Scenario Selection
The five scenarios in Computer Air Combat are described on the Game
Selection Card- Briefly, the Air Race scenario permits you to hold
multi-player air races, to learn the procedures for moving an airplane
in the game if you have not done so before, or to become more familiar
with the maneuver characteristics of a particular aircraft type. The
Night Fighter scenario challenge the solitaire player to intercept and
destroy randomly-appearing targets while flying a single aircraft.
The Bomber Formation intercept and Dogfight scenarios provide the
opportunity to have several aircraft controlled by each player. The
computer "Otto" pilot will also control the player 2 aircraft to
permit solitaire play of these two scenarios - Starting conditions
either can be selected by the players or chosen at random by the
computer- You can use your imagination or knowledge of actual World
War II aerial engagements to set up your own scenario variations.

9.0 Familiarization Flight Example
This section describes the first few turns of a familiarization flight
in a P-47D. This description is intended to help players learn some of
the procedures involved in flying an aircraft in Computer Air Combat.
It is recommended that new players follow the play of this example
using their computer.

9.1 Scenario Set
Up After loading the program from the game disc you will first
indicate that you want a (N)ew game, and then select scenario 1.  Next
specify that you don't want an air race course set up, that you want 1
aircraft, and that it is a US P-47D (Type index 4). When asked to
enter a speed and altitude, select a speed of 300 mph and an altitude
of 25 kft.

9.2 Maneuver Examples
When Turn 1 begins, you will be shown a menu of command options.
Select (M)ove aircraft and you will shortly see a tactical display for
your aircraft, with status information and a request for a maneuver
command below the plot.  Let's first try a standard turn to the left.
We must be in an L1 bank attitude to make this turn, so our initial
maneuver command is RL (roll left) 1 point.  Now move straight until
the roll maneuver is completed by executing the ST command, followed
by (return) when asked "How Far (.1-3)?". Now initiate the turn
maneuver using the TL command, and again move straight until the
maneuver is completed- This time, however, the game turn ends without
having completed our left turn. We end Turn 1 by using maximum power,
10, to increase speed to 330.

At the start of Turn 2 movement we see that TL still shows as a
current maneuver. Moving straight to complete this maneuver, we find
that it takes an additional 2.6 kft, making an overall total of 5.1
kft. Now let's try a left turn in a steep bank attitude. First we must
roll left 1 more point; this maneuver is completed in 0.3 kft. Next
enter the TL command and notice that our speed drops to 310- Move
straight to complete the game turn, using maximum power to maintain a
speed of 310.

For Turn 3, let's move straight until our left turn is completed (1.6
kft), and then for the remainder of the game turn. At the end of this
turn, even though our nose is level we must lose at least 0.2 kft
since we are in a steep bank.  Losing this altitude does have the
effect of permitting us to build our speed up to 370, if desired.
However, let's prepare to enter a diving half-loop next turn by
cutting our speed to 300 (power setting 0). In order to execute a
diving half-loop, we must be inverted and drop the nose below L2. We
can initiate both actions simultaneously by entering the ND and RL ( 1
point) commands at the start of Turn 4. Moving straight, we find that
the ND command is completed first, after moving .3 kft, and we issue
another ND command at that point continuing to move straight, .g kft.
Execute ND, followed by ST, which ends the game turn and completes the
half-loop, with our aircraft heading S in an R1 bank altitude. Note
the large dive distance and speed increase which has occurred during
the diving half-loop - now it is clear why we cut back on power at the
end of Turn 3! And with that observation, we leave you to continue
this familiarization flight on your own.

10.0  Hints on Tactics
Tactics employed by successful fighter pilots in World War II are the
same tactics which will lead to success in Computer Air Combat.  Some
of these basic tactical principles are presented here to help increase
your enjoyment of the game.

10.1 Expect the Unexpected
Finding the enemy is the first step in any conflict. Obviously you
can't shoot what you can't see, yet it's all too easy to be shot at by
a plane you have not seen. So anytime you have not spotted any hostile
aircraft, be on the lookout.  Change the heading of your aircraft
every now and then in order to vary your blind spot, and possibly
upset the timing of an unseen aircraft which may be setting up for an
attack on you. Be especially wary of attacks out of the sun, or from
behind and below. If you have more than one aircraft, position and
maneuver them so that they can mutually support each other.

10.2 Be Aggressive
Fighter pilots are fundamentally offense-minded.  Good defense may win
football or basketball games, but it usually won't work in a dogfight;
the best defense here is truly a good offense! Step one of being
aggressive is to point the nose of your aircraft at the enemy.
Whenever you turn away from an opponent you run the risk of losing
sight of him, or worse yet, finding him on your tail. Make a head-on
pass, if necessary, and then maneuver to again point your aircraft's
nose at your opponent as quickly as possible.

10.3 Know Your Aircraft
Each type of aircraft has a different combination of strengths and
weaknesses. It is important to know your aircraft's strengths and
weaknesses relative to your opponent's aircraft.  Among the most
essential performance characteristics are turn rate. climb rate and
dive rate, particularly how these vary with speed and altitude -
Acceleration and deceleration ability, and maximum and minimum speed
values are also important. Once you know your relative strengths,
exploit them! Use superior climb rate to gain an altitude advantage
whenever possible. Fight "in the horizontal" by turning towards your
opponent if your airplane has a better turn rate - Use superior
acceleration in a dive to build up speed more quickly, or to escape
when in trouble. If your aircraft's performance improves more than
your opponent's at a higher or lower speed or altitude, then attempt
to move the engagement in that direction - When attacking bombers,
usually it is safest to attack from below and either directly ahead or
behind, and at as high a speed as possible.

10.4 Conserve Speed and Altitude
Speed and altitude are both easily lost in a dogfight, so it is
important not to lose either needlessly. These two factors are
somewhat interchangeable, since you can trade altitude for speed by
diving, and speed for altitude in a zoom climb. Acquire and maintain
an altitude advantage whenever possible, since this will usually
permit you to initiate an attack when you choose to do so. Maneuvers
will cost you speed, so it's usually a good idea to keep your speed up
when not maneuvering.

11.0  Designer's Notes
Achieving a proper balance between realism and playability is one of a
game designer's foremost challenges- Our intent in designing Computer
Air Combat was to create a game that was first and foremost
interesting and fun to play, but would still contain enough realism to
give players the "feel" of tactical aerial combat.  Another design
philosophy was to place greater emphasis on involving players in the
decision-making process (e.g., climb, turn, accelerate) of flying a
plane in combat, and less emphasis on the mechanical process
(e.g.,stick and rudder movements). The game design also reflects the
unique advantages afforded by computers in permitting the use of
incomplete information regarding hostile aircraft locations and extent
of damage, and in taking care of the numerous record-keeping details,
thus allowing the players to concentrate on the more exciting aspects
of the game. Players are given both a commander's overview
perspective, by being able to fly more than one plane at a time and
view a global plot of the action, and a pilot's perspective when it
comes to moving each individual aircraft. The selection of which
aircraft to include in the game was not easy. The original plan was to
focus on about a dozen of the most famous allied and axis fighters,
but the list rapidly expanded to the present three dozen fighter and
bomber types, and it easily could have increased still more. The final
decisions on aircraft types and variants to include were made on the
basis of providing a balance of early ('39-'43) ad late ('44-'45)
types, and of providing principal opponents of both sides of the major
aerial campaigns of World War II - the Battle of Britain, the Pacific
carrier battles, and the strategic bombing offensives against Germany
and Japan. Considerable effort was expended to make the performance
data as accurate and consistent as possible, and numerous sources were
used in this process. Unfortunately, these sources were not uniformly
complete or consistent in the data presented. Qualitative comments and
judgements therefore had to be relied upon in several instances, it is
our hope that any disagreements with these design decisions will not
detract unduly from the enjoyment of what we believe is fundamentally
a fun game to play.

- Charlie Merrow, Jack Avery.

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End of the Project 64 etext of the Wings of War (Computer Air Combat)
manual.

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