Flight Of The Intruder The Air War In Vietnam

The Air War in Vietnam
IBM PC VERSION

Spectrum HoloByte”

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Phillip G. Adam, President Gilman G. Louie, CEO

Sphere, Inc. Sphere, Inc.

FLIGHT

[OF thle

INTRUDER

A SIMULATION OF

THE AIR WAR OVER NORTH VIETNAM
Including Flight Simulations of

The A-6 Intruder
and

The F-4 Phantom

FLIGHT MANUAL

Spectrum HoloByte”
Division of Sphere, Inc.
2061 Challenger Drive
Alameda, CA 94501

(415)522-3584

PERSONNEL

Stephen Coonts A former U.S. Naval Aviator, Stephen Coonts accumu-
lated 1,600 hours in A-6 Intruders and made two
combat cruises aboard the USS Enterprise during the
Vietnam War. As well as providing the accurate techni-
cal detail in the bestseller Flight of the Intruder (Simon
and Schuster, 1986), Steve provided much more infor-
mation in a very long transatlantic phone call. Steve
also wrote Final Flight and The Minotaur.

Pete Bonanni Major, U.S. Air National Guard — F-4, F-16 and A-7 pilot
who provided anecdotal information about the F-4.

Norman Cosand ex-U.S. Air Force Captain, — Flew Wild Weasel F-4
missions as a “Guy In Back” over North Vietnam.
Provided much useful information about F-4 missions
and flight characteristics.

John McGinn Lieutenant Commander, U.S. Navy Reserve— Veteran
A pilot who is still flying and provided invaluable
checks on our A-6 accuracy and pictures.

Phil Hanley Colonel, U.S. Air Force (ret.) — Invaluable source of in-
formation about Phantom vs. MiG combat over Viet-
nam. Colonel Hanley is credited with the only F-4 gun
kill of a MiG-19 over North Vietnam.

If you have questions regarding the use of FLIGHT OF THE INTRUDER™, or
any of our other products, contact Spectrum HoloByte™ Customer Support
at:

Spectrum HoloByte
& 2061 Challenger Drive

Alameda, CA 94501

Attn: Customer Support

(415) 522-1164
Wey 9:00 a.m. to 5:00 p.m. Pacific Time
Monday through Friday

CompuServe: 76004,2144
© GEnie: HOLOBYTE
PC-Link: SPECTRUMH

Flight of the Intruder game and manual © 1990 Sphere, Inc. All rights
reserved. Flight of the Intruder and Spectrum HoloByte are trademarks of
Sphere, Inc. All other trademarks are owned by their respective holders.

CONTRIBUTORS

Concept and Design
Programming Team

Artwork and Animations
Object Design and World Files

Music and Sounds
Flight Models

Manual Artwork
Photo Reference

Programming Team Manager
Product Manager
Testing

Special Thanks to

Rod Hyde

Chris Orton, Colin Bell, James Taylor,
Dave Whiteside, Steve Parys and Paul
Dunscombe

Mark Shaw, Jody Sather and Matt
Carlstrom

Paul Dunscombe, Stephen Tickle and
Mark Shaw

Colin Bell
Vera Piqueur, Colin Thorpe and Colin Bell

Rod Hyde, Robert Argento, Marisa Ong,
Nick Lavroff, Steve Perrin and Robert
Giedt

Chuck Butler

Jack McGinn, Gilman Louie, Stephen
Coonts, Phil Hanley and Norman Cosand

Chris Orton
Rod Hyde

Steve Perrin, Paul Jepson, Gilman Louie,
Karl Maurer, Marisa Ong, Anthony Chiang
and Robert Giedt

Gilman Louie, Phil Adam, Guymond Louie,
Karen Sherman and Jim Mackonochie

4 FLIGHT orm c= INTRUDER

Come Fly With Me

by Stephen Coonts

A modern jet warplane is a strange,
challenging machine, and its cockpit is
much different than the places that
most of us are familiar with. It’s a
flying Grand Prix racer, world-class
superbike and a video game, all in one.

This magnificent machine slices

through the atmosphere with a free-

dom that cannot be described, only ex-

perienced. A slave to your every whim,

the aircraft responds to the slightest

pressure on the controls, yet is ready

to kill you the instant you make a false

move. There is the darkness and the

weather — nothing is as black as a

night sky under a tropical overcast as

you skim above the ground knowing

the slightest caress from Mother Earth will be instantly, totally, fatal.
There is the enemy — in combat they are doing their damnedest to
destroy your machine, and you with it. If you survive all that, then
you may sample the piéce de résistance , the night carrier landing,
usually in foul weather, occasionally in a shot-up airplane. You come
out of the goo and there is the deck, pitching gently with the meat-
ball and the centerline lights and all you have to do is fly your air-
plane through the needle’s eye into an arresting gear wire.

So come on!

Come fly with me.

You awaken in the middle of the night, put on your stinky, green,
one-piece flight suit and your steel-toed flying boots — you need the
steel toes to keep your feet from being torn off by the instrument
panel if you eject — and stumble through the passageways to the
briefing room to learn your target and your mission. You swig a cup
of bitter coffee and don your flight gear in layers: G-suit, torso
harness, survival vest, pistol, helmet, oxygen mask, gloves, flash-
light, survival radios. You even wedge a candy bar and a plastic
baby-bottle full of water into one of the pockets of your G-suit.

Out on the flight deck your aircraft is waiting. The night is hot and
humid in the tropics — you quickly work up a sweat which soaks
your underwear and flight suit and runs in salty rivulets into your
eyes.

You examine the plane and its weapons with your flashlight. There
are a lot of weapons on this A-6 tonight, ten 500-pound bombs, a
dozen Rockeye anti-tank weapons at 500 pounds each, and a 2,000-
pound belly tank on the center-line station. 16,000 pounds of
internal fuel. The plane weighs 56,500 pounds for the catapult shot

COME FLY WITH ME 5

— over 28 tons. Over half that weight is fuel and ordnance.

When you are satisfied that all is as it should be, or when you can
put it off no longer, you climb the ladder into the cockpit, for this
plane is big, with the cockpit rail nine feet above the deck. The plane
captain helps you strap yourself to the ejection seat. Perhaps he says
something he thinks is funny because you look like you need it.

On signal you bring the machine to life, start the engines, turn on
the inertial navigation system, computer, radios, radar, the elec-
tronic counter-measures, and check the health of every system. All
go.

You sit staring across the deck at the inky blackness, at the other
aircraft with other men like you, equally competent, equally scared,
also waiting.

Then the yellow-shirt taxi director gives the signal. You use throttle
and brakes carefully, attentive to every twitch of his hand and nod
of his head. There is little room on the flight deck of an aircraft
carrier and most of it is taken. You get what is left over. So you taxi
slowly, obediently, alert for the exhausts of other aircraft or grease
that will break your tires’ adhesion to the anti-skid surface. The sea
is out there in that blackness, waiting. As you taxi, you lower and
lock the wings and drop the flaps and slats to takeoff position.

Onto the catapult. You feel the clunk as the shuttle captures the
nose-tow link and you see the cat officer’s signal to advance the
throttles to full power.

You shove the levers forward to the stops and take your feet off the
brakes. The engines wind up with a howl audible even through the
padding of your helmet.

Your breathing is rapid, the salt of your sweat stings your eyes as
you waggle the controls and check the engine instruments. The
machine trembles from the fury of the roiling air being sucked into
the intakes and blown furiously out the exhausts.

You flip on the plane’s exterior lights, you signal to the catapult
officer you that are ready to fly, then put your head back into the
headrest and wait for the shot.

Ahead of you is a hundred yards of dimly-lit deck, then nothing! The
night is waiting to swallow you. Inside this machine full of fuel and
laden with weapons, you will soon be thrown from this deck into
that hot, humid, black air, sixty feet above the night sea, 15 knots
above a Stall. The enemy is also waiting, also ready — even now they
are loading belts of ammo into the anti-aircraft guns and testing
their missiles.

Your life will depend on your skill, your knowledge, your courage,
your determination.

You blink the sweat from your eyes and take one more ragged
breath.

The catapult fires and the G slams you back into your seat as the
blackness hurls toward you.

6 FLIGHT coor te INTRUDER

TABLE OF CONTENTS
INTRODUCTION
Personnel/Contributors 2
Come Fly With Me, by Stephen Coonts 4
Table of Contents 6
Introduction 8
About This Manual 9
Hardware Requirements 9
Getting Started 10
Conventions Used In This Manual 10
PART I: YOUR FIRST FLIGHT IN THE A6 INTRUDER
History aT
Duty Roster 12
The Mission 13
Cockpit Orientation 14
Takeoff Procedures and First Flight 16
Controlling Your Aircraft 16
Directional Control, Flying With The Stick 17
So Let’s Go Already 17
First Strike Mission 19
Landing 20
A Typical Intruder Mission 21
PART Il: YOUR FIRST FLIGHT IN THE F4 PHANTOM
History 25
Cockpit Orientation 26
Takeoff Procedures and First Flight 27
Controlling Your Aircraft 2r
About the BarCAP Mission 27
Going Into Combat
Using the Sparrow 29
Using the Sidewinder 30
Using the 20mm Gun 31
Landing 32
Flying The F-4 33
PART Ill: YOUR FIRST OPERATION AS CAG
Background and Duties of a CAG37
A Mission Of Your Own 39
Target Intelligence 40
General Intelligence 41
Waypoints 42

Stores 45

TABLE OF CONTENTS

Aircraft Information
Enemy Encounters

PART IV: OPERATIONS AND MISSIONS
Background

Rules of Engagement
Operation: BARCAP
Operation: DECK ALERT
Operation: TALLY HO YO
Operation: BACK BREAKER
Operation: MORNING SONG
Operation: JULY 4TH EVE
Operation: JULY 4TH DAY
Operation: JULY 4TH REFROG
Operation: LIGHTS OUT
Operation: IRON RAIN |
Operation: IRON RAIN II
Operation: ALPHA STRIKE
Operation: HUNTER KILLER
The Most Dangerous Game

PART V: DEBRIEFING
Operation Statistics
Badges and Medals
Sierra Hotel

PART VI: REFERENCE
Menus
Aircraft Specifications
Cockpits
Instruments in Common
Warning Lights — Intruder Only 89
Phantom Only
The Phantom Radar Screen
Carrier Landing
Strike Mission Tactics
Officer Training For Modern Jet Aircraft
Air Combat Maneuvers
Fuel Management
Using the Radio
Armament
The Naval Air War In Vietnam
Glossary and Abbreviations
Keyboard Layout and Explanation
Index

g FLIGHT == or tee
INTRODUCTION

This simulation takes place just prior to and during the Linebacker campaign
in 1972 over North Vietnam. The object of the game is to complete assigned
missions and do it with minimum losses of equipment or personnel. Usually,
but not always, a mission is part of a larger operation and is undertaken by
one of several sections of aircraft. For example, a section of F-4 Phantoms
could be given a MiGCAP mission, and a section of A-6 Intruders could be
given the bombing mission as part of an overall operation to destroy a
bridge. In some cases, such as the “Morning Song” operation, only one
section of Intruders is used so that the mission is effectively the same as
the operation.

You can take the role of a Phantom pilot, an Intruder pilot or the Commander
Air Group (CAG) based on a carrier at Yankee Station. The CAG is primarily
responsible for planning missions, but he can fly any aircraft in the mission
if he chooses to do so. Using this game, you can plan your own missions
against famous targets in Vietnam such as the Yen Bai Railroad Bridge or
the thermal power plant at Hanoi.

Success is measured by operation completion and safe return of all aircraft.
Individual survival, while important, is not the sole measure of success.
Moreover, it can be just as important how you win as if you win. If the Rules
of Engagement are in force and you violate them, it will not matter how vital
the target you hit — you’re headed for a court-martial.

A key feature of this simulation is that there can be many friendlies (up to
eight, arranged in four flights of Intruders or Phantoms) as well as many
bogeys. Friendlies can have different missions in the same operation. You
may be on a bombing run and see either a friendly Phantom protecting you
from MiGs or an A-6 attacking SAM sites to protect you. Alternatively, you
can do the protecting as an A-6 friendly goes on the bomb run. Moreover,
you can take the role of any friendly at any time.

No matter what role you take, you can switch aircraft in mid-mission and
always be where the action is. If you are flying an A-6 in to bomb a bridge,
you can switch to the covering F-4s to dogfight the MiGs coming up to stop
you, switch back to the A-6s to make the actual bombing run, and then
switch back to the Phantoms to cover the retreat.

In short, with this game you can participate in every facet of the deadly air
war over North Vietnam, 1972.

a INTRUDER

INTRODUCTION 9
ABOUT THIS MANUAL

You don’t have to read every word in this manual in order to see action in
southeast Asia. If you prefer to learn by trial and error, you can use the “Five
Minutes To Play” card in your package. This will provide you with a command
summary and an overview of the game, giving you just enough information to
get you started. Then you can always turn to the manual for in-depth informa-
tion on any of the game components.

On the other hand, if you are fairly new to this kind of game, we recommend
you take a little time to read the introductory material in the manual and
undertake the first missions described. Flying a Phantom or an Intruder is a
challenging task and involves skills that are best learned through step-by-
step instructions. Once you feel proficient flying either aircraft, then you can
undertake some of the more advanced missions. Missions are described in
detail in Part V.

Getting Started (below) shows you how to install the software for the first
time and introduces you to some of the conventions used in this manual.
It’s important that you read that section; otherwise, later sections of the
manual may not make much sense.

The Reference Section (Part VI) provides detailed information about the
aircraft (both friendly and bogey), the weapons, as well as the menus and
keyboard commands available to the player. Turn to the Reference section
whenever you want to learn more about your aircraft or its payloads.

HARDWARE REQUIREMENTS
CGA/Hercules Graphics: 512K RAM
EGA/VGA Graphics: 640K RAM
Disk Drive: 5¥%4" or 3¥2" floppy drive
Mouse: Optional

Joystick: Optional

10 FLIGHT ==ert# == INTRUDER

GETTING STARTED

You can install Flight of The Intruder onto a hard disk, or you can play it
directly off the floppy disk. If you are playing off a floppy disk, you should
make a copy of your original disk first and put the original away in a safe
place. That way, if anything should ever happen to your backup copy, you will
still have the original to copy from.

Conventions Used In This Manual

Input Devices: Whether you use a joystick, a mouse or the keyboard, you will
find that you often need to choose from a number of different options. To
avoid multiple instructions, we will use the term select to describe this
process, no matter which input device you use.

If you are using a joystick, choosing an option involves two steps: first you
highlight the desired option and then you select it. Highlight the option by
moving the joystick and select by pressing the fire button while the option is
highlighted.

If you are using the keyboard, you can select the option directly by pressing
the key shown at the lower right corner of the icon. For example, to select
OK from the above selection screen, simply press (Enter), the key shown at
the lower right corner of the icon. Use the arrow keys to move up and down
the pull-down menu.

If you are using a mouse, you can select the desired option just by pointing
to it and clicking the left mouse button. You can also use the mouse to point
to a Menu heading, bring down the menu and make a selection from it.

Step-By-Step Instructions: When you need to do something (such as press a
key or select an option), we will use the following formatting:

ce Press [+] to increase thrust to the maximum value.

This way, you'll be able to distinguish between instructions and explanations
with just a glance.

FLY THE INTRUDER 11

PART I: YOUR FIRST FLIGHT
IN THE A-6 INTRUDER

The Grumman A-6 was the response to a need found during the Korean War:
an effective, all-weather, close support aircraft that could be flown from
carriers.

Several design changes and designations later, the production lines started
rolling on the A-6A. Now in 1990, 28 years later, the very similar A-6E is still
being produced, an enviable record in anyone’s book.

The Intruder is a dedicated bomber. Unlike other naval attack craft, such as
the A-4 Skyhawk and A-7 Corsair, the Intruder carries no air-to-air weaponry.
It relies on stealth and its ability to fly in any weather to get past defendng
aircraft, deliver its bombs, and get home.

The “heart” of the A-6 is DIANE, the Digital Integrated Attack Navigation
Equipment. It is rumored that the name, belonging to the daughter of one of
the design engineers, came first and the designation later. This combination
of equipment, which has undergone regular upgrades over the years,
essentially consists of a search radar, a tracking radar, and an inertial
navigation system. These let the plane navigate in all weathers, seek out
and track both mobile and immobile targets, and map terrain ahead. Initial
flight checking was a nightmare, but by 1965 Intruders were dropping their
18,000 Ib bombloads wherever asked for in North and South Vietnam.

J OF THE |

12 FLIGHT = INTRUDER

The first thing you need to do is get your name on the Duty Roster. Initially,
the Roster just has “Rookie” in every name slot.

Select the name at the top of the Duty Roster.

A dialog box appears. This is where you will enter your name and callsign.
(The callsign is always used over the air in Vietnam for security reasons. See
the Glossary for some examples).

or Press to clear the name field and type in your name. You can
use for editing.
dl Highlight the callsign field and enter your callsign. Select OK.

Back at the Corridor scene, you are faced with the following options:
Scramble
Phantom Pilot Brief
Intruder Pilot Brief
CAG Brief

Duty Roster

cr Select Intruder Pilot Brief. You will be moved to the Briefing Room.

The board in the Briefing Room is being used to describe an operation. The
icons show the options available to you. In this case we want to cycle
through the operations until we get to “Morning Song.”

PUUMCNIM: SHES

: THIS IS A SINGLE STRIKE BOMB MISSION

: WITHOUT ESCORT — DO NOT LINGER.

: TORPEDO BOAT AND MISSILE CARGO BOATS
: HAVE BEEN REPORTED.

FLY THE INTRUDER 13

or Keep selecting “Next Op” ((+}) until “Morning Song” appears. Select
OK ((Enter)).

You are presented with a new set of icons (see figure below).

These new icons provide you with information about the operation, giving you
details about stores, your aircraft, the waypoints, and other relevant data.

ce Select {1} for information about the Morning Song operation.

The objective of this mission is to destroy a torpedo boat. Nearby barges
have been designated as the secondary targets. Unless you are feeling
especially skillful, don’t bother with these on your first mission.

The torpedo
boat is a fairly
soft target, and
so the Walleye
is the ideal
weapon. It is a
relatively easy
weapon to use.
(For more infor-
mation about
the Walleye and
the other
weapons, see
Part VI later in
this manual).

If you like, you
can select the
other icons to
learn more
about the oper-
ation. Just
follow the selection procedure appropriate to your input device. AS soon as
you are ready to fly your Intruder, select OK from the above set of icons.

You now find yourself in the cockpit of an Intruder on the catapult.

14 FLIGHT sort oa INTRUDER

Cockpit Orientation

Take a few moments to familiarize yourself with the Intruder. Look at the
components of the cockpit and compare them with the above illustration.
You don’t need to know what every item represents just now — only the
ones you will be using on your first flight. The cockpit and all its components
are discussed in detail in the Reference section.

What you need to know for your first flight:

1. Combined moving map/radar. The map is always oriented with north at
the top. Your position is represented by a pulsing square on the display.
Sometimes a smaller square is also displayed. This is the position of a
MiG referred to by a recent message at the top of the screen.

The radar mode changes depending on the weapon selection and delivery
mode. In this first mission we will be using the Walleye missile, so the
screen actually shows a TV picture relayed from the missile.

You can toggle between Radar and Map by pressing (C}.

2. RPM gauge. This represents the percentage of power that has been
applied with the throttle ({+]) key. The example shows 100% power being
applied.

3. Wheel brake light. The light is off, signifying that your wheel brakes are
not on.

4. Airspeed dial. Shows the Intruder’s true speed in knots (KTS).

FLY THE INTRUDER 15

5. Compass. Displays the heading. The following table shows the relation-
ship between compass points and degrees from the vertical.

O degrees north
90 degrees east
180 degrees south
270 degrees west

6. Altimeter. Displays the height in feet. The big hand rotates 360 degrees
for every 100 feet. The little hand rotates 360 degrees for every 1,000
feet. The digits record the altitude in 1,000s of feet.

7. Attitude Director Indicator (ADI). The ADI helps to orient your aircraft to
the horizon while pitching and rolling. Use visual contact with the real
horizon to orient the aircraft directionally.

Before taking off, take a look at the other views from your cockpit:

(‘@ Use the combination of the and numbers 1, 3, 4, 6, 7, 8 and 9
on the number pad to shift your viewpoint around the cockpit. The
position you are looking at corresponds to the key on the number
pad with as the forward view. Thus, is the left for-
ward view, (Shift](9] is the right forward view, is the left view,
(Shift](6} is the right view, and so forth. This can be duplicated on the
normal keyboard pad by using numbers (3) — (9} without the (Shift). In
this case, the keys travel from [3] (left back 45°) to [4] (left) all the
way around to (9] (right back 45°) This means that on the
number pad is the equivalent of (6) on the keyboard. and

Shift}(9) (or (6) and (7}) give you all the necessary instruments, there
are no important instruments in any other portion of the Intruder
cockpit.

(@ ~ Goto the right 45° view (7) or (Shit)(9) — you'll learn more about the
additional instruments later. For now, note the position of the
Multiple Weapons Selection Panel. You'll need this when the time
comes to select the Walleye missile.

16 FLIGHT =

Even though the other six views do not contain any instruments, you
should be looking around all the time during a flight. Remember that your
six o’clock view (directly behind your plane) is your most vulnerable
position. This means that even though your six o’clock view does not give
you any instrument data, it can let you know if you have a bogey on your
tail. There is a further complication in that you cannot look directly back
because your plane is in the way. You have to use one of the Back 45°
positions and weave to see what is on your tail.

ll Use or (6) to return to the front view.

Takeoff Procedures and First Flight
Controlling Your Aircraft

| OF THE

PUT NOSE DOWN

-~ ~ BANK RIGHT
=
>

BANK LEFT

PULL NOSE UP

Joystick

PUT NOSE DOWN

BANK LEFT

BANK RIGHT

PULL NOSE UP

FLY THE INTRUDER 17

Directional Control —
“Flying with the Stick”

7 8 9 Fighter pilots control the di-
Home} | 4 PgUp rectional movement of their
4 5 6 planes with a hand control
BANK LEFT +4 ee BANK RIGHT commonly known as the

stick. The accompanying
1 é 3 diagrams show how to
1) (Papn control your A-6 Intruder
fais wee using either joystick, mouse
or keyboard.

Throughout this manual, references to the stick apply equally to operations
using either the keyboard, the mouse or the joystick. For example, “pull back
on the stick” means either “press the down arrow on the numeric keypad,”
“move the mouse toward you,” or “move the joystick back toward you,” de-
pending on the input device you are using. Refer to the above diagram for
the other directional equivalents.

Note: When you use the keyboard to control directional movement, the
aircraft’s “stick” automatically centers itself after each keypress, allowing
you to maintain a constant rate of turn. In other words, if you press the Left
Arrow key once, your aircraft will bank left at a small constant rate and
continue to do so until you make another directional change. If you want to
increase the degree of turn (or any other directional change), you need to
hold the key down for a longer period of time. However, holding the left key
down will eventually roll the plane all the way over. To make a fast tum, you
must hold down both the Left Bank key and the Pull Nose Up key, which puts
the plane into a sharp turn. The longer you hold the Pull Nose Up key down,
the faster the turn (other things being equal). Things are slightly more com-
plicated when you use the normal (rather than the “super”) engine.

PUT NOSE DOWN

Pause: You can pause the game at any time and put everything into a state
of suspended animation. To do this, press (P). Press it a second time to
resume play. Note that this “stops the world.” You can go get a cup of coffee
or have dinner without worrying about the mission being completed without
you. While pausing, you can still move around the different views and diff-
erent aircraft. The rotation and zoom options (See page 138) also work
during a pause.

So Let’s Go Already
OK, OK. So you think you’re ready for your first flight? All right, let’s go.
You are now under the Catapult officer’s orders. When you are ready:

ec Press to launch the Intruder. If you do not launch within 5
seconds, you are automatically launched.

18 FLIGHT Ssorm =a INTRUDER

In two seconds you are at the bow of the carrier 60 feet above sea level
(SL), doing about 145 KTS. Don’t sit back and enjoy the view just yet; you’ve
got work to do. First, you need to put the landing gear away:

all Press (G] to get the landing gear up. Three lights in a row in the
upper left of your control panel will go out and and you will hear the
sound of the gear retracting.

Next, you need to start climbing slowly, and increasing your speed:

or Pull back slightly on the joystick (or press (2]) to start a 4,500 ft/
min climb. The radar screen gives a digital readout of speed and
climb rate in the upper left corner.

You can use ADI rather than VVI to monitor your climbing rate. See Part VI for
more information on these instruments.

oc At 170 KTS, press [F] to put your flaps up. The “Flap” light on the
left side of your control panel goes out.

Next you need to level out a little at about 500 feet:

or At 500 feet, level out by gently pushing the stick forward (or press
on the number pad). Stop once you are straight and level.

When the ASI shows about 400-450 KTS we climb to our cruising altitude:

oc Pull back on the stick (or press (2)) to achieve a 30 degree rate of
climb. Level out at 10,000 ft. and set the throttle to achieve
400-450 KTS True. This should require about 86% RPM.

OK, so you’re two miles up, and you have to find your way to the target (re-
member, you’re on a mission). This is a good time to consult the map.

ll If the map isn’t showing, press (C) to bring it up.

TARGET

A-6
At this stage you can fly on automatic pilot or manually. Autopilot is available
because the waypoints to the target have been programmed into the on-
board computer. By invoking the autopilot, the computer automatically steers
the aircraft to the waypoints in this mission: the carrier, the torpedo boat
(the target) and back to the carrier.

all Press (A] to engage the autopilot.

FLY THE INTRUDER 19

The aircraft should bank and turn towards the first waypoint. This gives you a
chance to get used to the aircraft. You can disengage the autopilot by
pressing |A] a second time if you wish to experiment with the aircraft con-
trols. To get back on course, press [A] to re-engage the autopilot.

If you are still some way from the target, you can press to accelerate
the action and press again just short of the target. The acceleration
automatically turns off any time you are being threatened by MiGs or SAMs.

Note that the accelerator key affects all aspects of the operation, so that all
aircraft are teleported a distance in proportion to their speed. Your wingman
goes with you and the MiGs are still after you.

First Strike Mission

Now it’s time to select your weapon. As we noted earlier, the torpedo boat is
a relatively “soft” target, making it ideal for the Walleye missile. It is “soft”

because the boat is lightly armored and just steaming out to sea; it has not

yet built up speed.

er Press [7] on the keyboard to go to the weapon selection panel of the
A-6. Press to toggle through the Air-to-ground weapons to
select the Walleye missile, and to arm the missile.

The Walleye is now ready to go. Next you need to target the missile and
release it at the right moment:

cr Dive at the torpedo boat. The radar will show a TV-like image of the
boat. Line up the screen’s cross hairs on the image and press

to fire the missile.

If you were successful in hitting the target, you should see an explosion. If
not, well, better luck next time. In either case, it’s time to head back to the
carrier, before you start running low on fuel or a MiG gets on your tail.

If you’re on autopilot, your Intruder should already be heading back to the
ship. If not, press (A] to engage it.

20 FLIGHT “moor tH ==

Landing

You may not feel ready to attempt a manual landing at this stage, so try an
auto landing by selecting (A). Alternatively, you can bring up the menu bar by
pressing (F10], using (+) to go to the FILE menu, then using [+] to move the
highlight to End Mission and selecting it by pressing (Enter). This takes you
directly to the Debriefing Room no matter what stage of the game you’re in.
Needless to say, this procedure is for the more lily-livered players, those who
should have been weeded out at the recruitment office. If you must use it (or
if you just want to learn more about menu options), see the Reference
section. You can also consult the Reference section for information about
manual landing.

When your hook has caught the wire and the aircraft has slowed down, you

are automatically moved to the Debriefing Room. Look at the TV screen to
see how successful you were.

INTRUDER

OPERATION : S0HG
SUCCESS RATING: 123 123

MANUAL PILOT: GREEH TREE
SUCCESS RATING: 0 -

PRIMARY TARGET: TORFEDG BOT
TARGET DESTROYED

SECONDARY : MISSILE CARGO EOARTS

TARGET UNDAMAGED
It’s BEEN A PLEASURE WORKING WITH vou!

The statistics for the current mission are displayed on the Debriefing Room
monitor. The VCR buttons give you the chance to see more detailed results
of the mission by pressing {i ], a check to see how well you met your way-
points by pressing (W), a chance to review any photographs you took by
pressing (P], or the videotape from your airplane’s video recorders by press-
ing (A], or you can move on to your next mission by pressing (Enter). See Part
V for information on analyzing these statistics. If you have earned a decora-
tion you may get pulled out of the debrief for a photo opportunity. If you have
done well, a word with your boss comes next; look to see if you are on the
Sierra Hotel Notice on his wall. The Sierra Hotel Notice lists the top ten
pilots that have played the simulation. The derivation of the term Sierra
Hotel is in the Glossary.

FLY THE INTRUDER 21

A Typical Intruder Mission

by Lt. Cmdr Jack McGinn, USNR

It’s 0230; you’re sound asleep aftera
tough bombing mission in the North
last night. The carrier’s been on
station for three weeks now in mon-
soon season and the constant foul-
weather flying (ceilings have been av-
eraging 300 ft to 500 ft with visibility
often down to 1 to 2 miles in rain) is
draining you. The stateroom phone
rings; you have to fly a strike in the
North against a high value target. It’s
time to get your act in full gear. The
day has just begun.

After you get the basic details from

the duty officer in the Ready Room,

you meet your B/N (Bombardier/Nav-

igator) and visit the CV’s intel center

for the latest information on the

target (photos, defenses, restrictions,

other planned attacks) and the latest

SAM threats affecting the general

flight route. The preflight planning

includes ingress and egress route

selection to take advantage of terrain

masking and minimizing enemy de-

fenses, weapons load and release calculations, selection of attack
type, briefs on the communications plan, and basic aircraft takeoff
planning data.

After preflight planning is complete, you give the duty officer the
weight chit which has the aircraft launch weight; the catapult offi-
cer and crew need this for your cat launch. Then it is on to your
squadron’s Maintenance Control space to read the aircraft data
book to see what maintenance has been performed and current
status of all aircraft systems. After a quick stop in the squadron
paraloft to suit up in your flight equipment — G-suit, torso harness,
survival vest, helmet, oxygen mask and navigation publications —
you check your drinking water before leaving for the flight deck.

It is very dark on the pre-dawn flight deck as rain continues to fall
from the low ceiling. Your plane captain briefs you on his inspection
of the aircraft. You tell him to keep the canopy closed 'till you and
your B/N perform the mandatory preflight inspection of the aircraft
so the seats won't get too wet. It’s going to be a long flight so you
don’t want to sit on a cold, wet ejection seat all flight. After the
inspection, you climb in the cockpit and strap yourself into the
ejection seat before commencing the aircraft prestart checklist.

== INTRUDER

Meanwhile, the B/N is going through his prestart checks. After
engine start, he brings the computer system and radar on-line and
begins to enter the turnpoints and waypoints the computer needs for
your flight route. After start and post-start checks are completed,
you signal you are ready for launch. The Ordies pull your bomb rack
safety pins. Using flashlight wand signals, a taxi director instructs
deck crewmen to “break the aircraft down” (remove its tie down
chains). He taxis you forward to bow catapult number 1. As you
approach the catapult you acknowledge the “Weight Board” (it has
the weight you sent up earlier on the weight chit); he signals you to
drop your tailhook (a check to ensure it will come down) and to
spread your wings. You lower the flaps and slats, perform your
takeoff checklist, and make sure the ejection seat is armed. Follow-
ing the director’s and cat officer’s signals, you taxi into the shuttle
and are signalled to run up to full power. One last check of the
gauges, a good wipe out of all the control surfaces, a “good to go”
from your B/N and you turn on your lights as a signal to the cat
officer; you’re ready to launch. About 2 seconds after he touches the
deck with his wand, the cat fires and you go from 0 to 150 KIAS in
less than 2 seconds. With a full load of Mk82s, that max weight cat
shot was a vicious attention-getter in the absolute dark of the
predawn clag.

After you clear your head, you have already raised your gear,
started a climb straight ahead and accelerated to raise the flaps and
slats while the B/N calls the CV to say you're airborne. While execut-
ing the departure procedures and checking in with the appropriate
airborne controllers, the B/N brings his system to life, providing you
with basic navigation information to steer to the coast-in point. Prior
to going feet dry, it is time to review the weapon system settings
ensuring the proper wing stations are selected and the weapon
system is ready to go except for the Master Arm Switch. You’ve
checked that the passive EW system is operational and the active
ECM system is in Standby, ready to go. You also take one last look at
the chaff, flare and jammer panel to ensure it is ready for pilot
activation when the SAMs come up.

It’s still black outside as the driving rain beats on the windscreen.
Approaching the coast-in point, the B/N turns his radar on for one
sweep to update his navigational system. Keeping the radar silent
for as long as possible will help to not alert the enemy’s defenses. As
you prepare to hit your first point, you descend to your preplanned
ingress altitude and select the terrain clearance display on your VDI.
The B/N is glued to the radar scope as you start to weave your way
through the mountains on the route. Being low and masking with
the terrain, the SAMs know you're there but they can’t get a good
lock. The EW indicator is alive with strobes. With the B/N talking
from his radar display and you viewing the terrain contours build-
ing on the VDI, you weave through the mountains and valleys at 500
ft, 420 KIAS. Your world is the B/N and the VDI.

22 FLIGHT === oF tu

FLY THE INTRUDER 23

Nearing the target, a power plant tucked ina valley, you accelerate
to 500 KIAS (Knots Indicated Air Speed). You'll need all of the energy
you can get for maneuvering when the SAMs start flying. The
approach from the initial point (IP) to target was planned to achieve
the best target aspect angle and time enough to perform the system
attack. About 15 nm out, the B/N selects the Master Arm and tells
you the pickle is Hot. You both review the weapons control panel to
ensure the proper stations and type of system attack are selected.
The plan is to stay low, so you ensure the bombs are set up to drop
in the retarded configuration. Drawing closer to the target, the B/N
steps the system into attack giving you finer steering information on
the VDI. As the weapon solution is reached, the in-range marker
comes on the screen telling you to depress the trigger any time. You
pull the trigger, the symbology on the screen jumps and you feel the
airplane leap up as the load of 500 pounders falls away. You’ve
never seen the target.

In and out of clouds, tracers start to fly as the enemy now knows
where you are. The B/N is glued to his scope and you to the VDI’s
terrain display as you jink wildly and fly as low as you can stand,
flying the egress route back to the ship. The B/N gives you heading
corrections as you start to get to close to a ridge line building
rapidly in front of you. You get a missile launch indication on your
EW panel and hear the tell-tale audio tones as you execute evasive
turns to defeat the missile track. You start the chaff program hoping

it will decoy the missile. A thundering roar goes off nearby; the
missile missed. You deviated off course to evade the missile, the B/N
gives commands for a heading to the next turn point. Finally, the EW
equipment quiets down and you go “feet wet” and start a climb to
head back to “Mother.”

The clouds surrounding the aircraft are starting to turn from black
to grey as the new day appears. Your Bombardier checks in with
Marshall to get the latest weather, marshall radial, and altitude
assignment. You’re emotionally drained from the gut wrenching low
level flight. With the weather at a 300 ft ceiling and 1 '/2 nm visibil-
ity in rain with a pitching deck, you have to dredge up every last
ounce of concentration to fly a flawless approach. After getting
established in the IMC marshall stack and getting assigned your
push time, it’s time to get ready for the approach. You lower your
hook now so you won't forget it later. Fortunately, the ACLS needles
have been working in this bad weather as you test them as OK.
Finally, you calculate your landing weight and optimum approach
speed and get rid of any excess gas so you can trap aboard with the
proper weight.

It’s your turn to push out of the stack and start your approach. You
hear the approach controllers vectoring a low fuel state Phantom to
the duty tanker and another just boltered. It doesn’t sound like it is
going to be easy. Passing through 5,000 ft at 250 KIAS you break
your rate-of-descent and continue to 1,200 ft where you level off

24 FLIGHT

and drive in. At 10 nm the controller tells you to delay lowering your
landing gear ’till 8 nm. At 8 nm you go dirty by lowering the gear,
flaps, and slats and start to slow up to 150 KIAS while performing
your landing checklist. At 6 nm you put the speed brakes out and
start slowing up to your on-speed airspeed. You continue to fly the
TACAN final bearing course to the point you hope to get needles.

The controller, who hasn't talked to you except to acknowledge you
are on his net and that call at 10 nm, comes up at 4 nm to say he’s
sending you ACLS information and to “call your needles.” You’ve
been working hard to follow the final bearing in as best as possible
so you can get a good start on the approach. You call the needles as
centered and slightly high. That’s OK because you are approaching
the glidepath from below. The controller says to fly your needles. It’s
still raining heavily as the rain pelts the windscreen. You keep the
needles centered and keep your instrument scan going so you don’t
lose track of AOA, altitude, or lineup. You remember lineup espe-
cially. You saw your squadron CO and pilot land too far right one
night, clip a few planes then disappear forever in the water.

It’s now a mile to go to the CV and you're concentrating in the
cockpit. The B/N says he can’t see anything yet. If you don’t see
anything soon, you'll have to execute a missed approach and try
again. At ?/s nm the controller says “Intruder 506, 37/4 nm, call the
ball” as he hands you off to the LSO for the visual portion of the car-
rier approach. You tell the LSO “Intruder 506 is Clara” which means
you can’t see the ball. He says “Roger, Paddles contact, keep it com-
ing, you're looking good, a little power.” Suddenly the B/N sees the
ship just as you do. You have to make a slight lineup correction to
the left but the ball is solid in the datums. Suddenly you touch down
and cobb the throttles then feel that reassuring tug of the wire. As
you clean up and taxi out of the landing area, you breathe again.
You’re emotionally exhausted. After shutdown and debrief it’s time
for breakfast and your second flight of the day.

Welcome to the world of the All Weather Attack Pilot.

Jack McGinn has been a Naval Aviator since 1979 and has piloted
A-6E’s and A-6E TRAMs with the VA-75 “Sunday Punchers.” He has
1,850 hours in the A-6 and has had 300 traps. He is now in the Naval
Reserves with Tactical Air Control Squadron-24 and is the owner of an
aerospace consulting company in Norfolk, Virginia.

You can move through the screens that follow by selecting OK each time.
This will take you back to the Corridor scene, ready for your next operation.
Selecting Scramble gives you a repeat of the previous mission. You could try
a more adventurous Intruder mission if you like, but you’re probably itching
to climb aboard an F-4 Phantom. If so, just go to the next page...

™

FLY THE PHANTOM 25

PART Il: YOUR FIRST FLIGHT IN THE
F-4 PHANTOM

“It was heavy. It proved the aerodynamic principle that if you have
enough power, you can fly a brick...”

“It had honest flight characteristics. It was a very stable gun
platform, albeit with no gun. And | never thought I’d admit it, but in
the end, | came to love the airplane...”

Both quotes from Col. Dennis J. (Deej) Kiley,
U.S. Marine Corps.

The F-4 Phantom II started as an enhanced version of McDonnell Aircraft
Company’s F-3H Demon, a lackluster fighter designed for a brief career with
the United States Navy. The original design was for an attack fighter but in
April 1955, the Navy said that a heavy two-seater attack plane was not the
answer to their prayers. However, a fleet defense interceptor that could fly
off an aircraft carrier, remain on station 250 miles from the carrier, intercept
enemy MiGs and not come home for up to three hours would be just what
the Navy doctor ordered. Oh yes, guns are obsolete, just put on Sparrow
radar-guided missiles.

We can do that, said McDonnell. And sure enough, they did.

The Air Force, also looking for a fighter, picked up on the new airplane and
joined the Naw in setting an impressive list of records.

The Phantom II (the Phantom | was a little-used McDonnell design from the
Korean era) became the fighter of choice for both services in Vietnam. They
went through many changes over the years, but the versions most commonly
in service during the Vietnam era were the Navy’s F-4B and F-4J and the Air
Force’s F-4C, F-4D, and the gun-armed F-4E.

For the most part, F-4s are no longer in any U.S. military inventory, except
for the RF-4C’s still used by many Air Force Reconnaissance units.

26 FLIGHT ==0r 1 c= INTRUDER

You have just completed your first Intruder mission and are back at the
Corridor scene. You have the following options:

Scramble
Intruder Pilot Brief
Phantom Pilot Brief

CAG Brief

Duty Roster

is Select Phantom Pilot Brief, and then select BarCap.

You find yourself on the catapult ready for an immediate launch to intercept
an incoming air threat. Your wingman will be launched seconds behind you.
This will be your opportunity to practice wing tactics.

Cockpit Orientation

You will probably notice some similarities between this and the A-6 cockpit.
More important, however, are the following differences:

The F-4 has a four-stage fuel afterburner (AB) (Select (<] to increase, (>) to
decrease). Use full AB during the launch. You can also use AB to go faster.

Unlike the A-6, the views are symmetrical, so that the right forward 45° view
looks out of the aircraft. This is because the F-4 pilot and his RIO (Radar

FLY THE PHANTOM 27

Intercept Officer) are placed in tandem, with the RIO behind the pilot. In the
A-6, the pilot and his B/N are effectively side-by-side.

There is also a look down view. Press [1], and note the position of the Mul-
tiple Weapon Selection Panel. Press [[] to get back to the usual cockpit view.

Takeoff Procedures and First Flight

Controlling Your Aircraft

Note that joystick and keyboard controls are the same as the A-6. Takeoff
and landing procedures are also similar, except for the use of the after-
burner on takeoff. You may want to review the earlier section describing
aircraft control on pages 16-17.

About the BarCap Mission

You will be vectored to incoming threats by Red Crown, the radar picket ship.
Stay in the air as long as possible by using sensible fuel management. When
you are Bingo fuel (just enough fuel for a safe landing) or Winchester (out of
missiles and ammunition), return to the Carrier by selecting the Landing
waypoint by pressing (:].

When you are ready to take off:
dl Press to launch the Phantom or wait for automatic launch.

Note that afterburner uses fuel at a tremendous rate, so cut back as soon
as possible. Don’t sit at sea level with full afterburner.

os Follow the same procedures as you used with the Intruder to climb
to 1,000 feet. Kick up your speed to 600 kts.

Within seconds you are at 1,000 feet and following your patrol pattern. Now
it is time to look for bogies (unidentified aircraft) that might threaten your
home carrier. In Vietnam, the North Vietnamese wisely refrained from
attacking American aircraft carriers in international waters. This made
BARCAP a very dull duty for Navy fighter pilots. For this game, however, MiGs
attacking the carrier are a very real threat. Keep your eyes open.

] OF THE

28 FLIGHT ° INTRUDER

ce Look for the enemy by following the directions printed across the
top of your screen. Remember, that 12 o'clock is directly in front of
you and 6 o’clock is directly behind you. You want to have enemies
in the former position and do not want them in the latter position.

all At a distance of less than 27 miles, it is possible to get radar
detection of your enemies if they are within 60° of the nose of your
plane. If your radar is on (select (R) if not) and you are pointing at
the MiG, you should get a green blip on the radar screen. However,
this means that the MiG will detect your presence easily.

er Also, you get a black diamond on the threat indicator (the circular
screen on the upper right of the control panel) if the MiG has its
radar turned on. (For this beginner’s game all MiGs have their radar
on.) This screen also shows other aircraft, ships and radar stations
that illuminated your plane with their radar. The range for this
passive radar screen is variable, between 15 and 30 miles.

oc Finally, if all else fails, ook for your targets. You can see about eight
miles. Actively switch to different viewpoints within the cockpit. Like
the A-6, you cannot look directly back over your tail; your RIO is in
the way. Do not shoot at your wingman.

Going Into Combat
all Select (3) to get the look down view.

This gives you a view similar to what you would get if you kept most of your
attention inside the cockpit. You want the Multiple Weapons Selection Panel
on the bottom left of this view.

er Use to toggle between the Sparrow and Sidewinder missiles
and your 20mm gun.

As you toggle through the weapons you should see:

° One of the rows of five horizontal lights illuminated when the Side-
winder is selected. This represents the selected station on the
Phantom’s wing or centerline. (The guns and Sparrows do not light
up because the guns pod is internal and the Sparrows are mounted
on their own special stations.)

° The weapon type displayed in text in the display box over the station
representation.

Above the illuminated station light you will see the number of weapons
available in that station. Above this set of numbers you will see some “RDR”
and “HS” lights. These light indicate how many radar-guided (Sparrow) and
heat-seeking (Sidewinder) weapons you have. Gun rounds remaining are
shown to the right of the Multiple Weapon Selection Panel.

Use the Sparrow for targets more than two miles away, the Sidewinder for
targets you are following that are within two miles, and the gun for targets
within 500 yards.

FLY THE PHANTOM 29

Using the Sparrow

The AIM-7 is a radar-guided missile, so using it is a matter of getting a radar
lock on the target.

o Toggle until AIM 7 appears in the display box, the Radar light
comes on in the menu to the left of the radar screen, and a green
cone circle appears on the radar screen.

er Steer to keep the green blip inside the inner green circle. The range
figure (lowest right number on the radar screen) will continue to
count down the range. When you are within Sparrow range (2-14
miles) the range light to the right of the radar screen comes on. If
you have been keeping the target within the green circle, the Lock
light should come on soon after. Two vertical lines on either side of
the blip also appear when lock has been achieved. These lines are
called captain’s bars.

o Switch on the Master Arm (select (Home]) when the MiG is in range
and fire ((Spacebar)) when the lock light comes on. The Sparrow will
guide to the target so long as you keep the target blip in captain’s
bars until it hits.

Sparrows were the weapon the Phantom had been designed to carry. They
were meant to be a far-ranging missile that could hit a target the pilot could
not even see. The F-4 pilot was not supposed to need a gun because he
would knock down all of his targets from long range. It had not been used in
combat before the Vietnam War and had a very low kill ratio. Only one out of
12 fired hit a target. Launch two Sparrows at the same time to increase your
chance of success.

Moreover, the Rules of Engagement over Vietnam usually called for visual
identification of an enemy before shooting, therefore negating the presumed
superiority of using the Sparrow.

If you launch without a lock-on, a hit is unlikely. However, launching in these
conditions is not always foolhardy. At least a launch is likely to unsettle the
bandit. This can be important if the bandit has you or another friendly in his
sights.

NOTES: In this beginner's mission, you are being given a little easier time of
it than the Navy had. The missile’s hit probability has been greatly
improved. If you select a harder level (see Part VI), you will have the
same problems the Navy did.

30 FLIGHT

Using the Sidewinder

The AIM-9 Sidewinder is a heat-seeking missile whose descendants are still
being used today.

oc Select the Sidewinder by toggling (E] until AIM 9 appears in the
weapons box, the Heat light comes on in the menu to the left of the
radar screen, and a green cone circle appears on the radar screen.

ce Find your target in the same manner you used for the Sparrow.
When the target is within Sidewinder range (1-2 miles) and you are
pointing at the enemy’s rear so the heat-seeker head on the Side-
winder can find its target, select to master arm your weapons
and use to launch missiles at the target. The Sidewinder
is a “fire and forget” weapon so you do not need to point at the
target after missile release.

NOTES: Sidewinders also had a low kill ratio in Vietnam, though not as bad
as the Sparrow. Among their problems was that they were not the
all-aspect weapon they are now. The pilot had to be on the tail of
the target so the heat sensors in the missile could get a good
thermal picture of its exhaust.

For ease of play, the default “easy targets” selection on the Options
Menu allows you to shoot at any aspect of the target with a fair
chance of success. The “medium targets” option requires you to
shoot at the bandit’s rear quarter to get a lock. The “hard targets”
option requires that you continue to point at the bandit’s rear while
the missile is in flight.

FLY THE PHANTOM 31

Using the Vulcan M61A1 20mm Cannon

The Navy never intended for the Phantom to carry a gun and, even after the
need for guns became obvious, never really liked mounting guns on their
Phantoms. The original design called for an entirely missile-armed weapon,
and only the U.S. Air Force mounted the internal 20mm provided in this
game. F-4J’s, the type of Phantom being flown here, did have an optional
externally mounted 20mm gun pod, however, so we are using that as an
excuse to give you lots of opportunity to shoot up the opposition. If you
insist on doing things The Navy Way, never select guns in your dogfights.

Only a few Navy F-4s actually carried the external pod, and it was strictly
meant as an air-to-ground weapon. It was very inaccurate for air-to-air use.

o Select Guns by toggling either or (you can use
because Guns can also be used against ground targets)
until GUNS comes up on the display box, the Gun light comes on,
and the green cone circle disappears from the radar screen.

Guns should only be selected when the target is in visible range. For initial
detection, use the same methods you use for missile targets.

oc Use (H) to switch on the Master Arm when the target is within a mile
and fire (using (Spacebar]), when ready.

For best results, do not shoot until the bandit fills your screen. The bandit

should at least be bigger than the sighting circle. Remember that you and

the bandit are moving. You need to use what is called deflection shooting (or

just “leading a target”), which simply means you have to shoot where the

enemy is going to be, not where he is when you press the trigger.

NOTES: More than one hit is needed to kill a MiG. Successful hits are
marked by mini-explosions on the surface of the MiG.

Once all the bandits have been shot down, you should head back to the

ship. You can press [A] to engage the autopilot to take you directly back to

the ship.

INTRUDER

32 FLIGHT ozs oF tHe om

Landing

You may not feel ready to attempt a manual landing at this stage, so try an
auto landing by selecting [A]. Alternatively, you can bring up the menu bar by
pressing and selecting End Mission. This takes you directly to the De-
briefing Room no matter what stage of the game you’re in. Needless to say,
this procedure is for the more lily-livered players, those who should have
been weeded out at the recruitment office. If you must use it (or if you just
want to learn more about menu options) see the Reference section. You can
also consult the Reference section for information about manual landing.

When your hook has caught the wire and the aircraft has slowed down, you
are automatically moved to the Debriefing Room.

OPERATION:
SUCCESS RATING: 44

MAMUAL PILOT: BAR
SUCCESS PATIWG: 373

MIGS KILLED: TOTAL: 3
IW MAMUAL: 3

TOTAL AIRCRAFT LiuST: 1)

BAG Luck!

The statistics for the current mission are on display in the Debriefing Room.
See Part V for information on analyzing these statistics. If you have earned a
medal or badge you may get pulled out of the debrief for a photo opportunity.
A word with your boss comes next; look to see if you are on the Sierra Hotel
Notice on his wall. The Sierra Hotel Notice lists the top ten pilots that have
played the simulation. The derivation of the term Sierra Hotel is in the
Glossary.

You can move through the screens that follow by selecting OK each time.
This will take you back to the Corridor scene, ready for your next operation.
Selecting Scramble gives you a repeat of the previous mission.

FLY THE PHANTOM 33

Flying The F-4
by Col. Phil Hanley, U.S. Air Force (ret.)

On a cloudless day in August 1984, at

Holloman AFB, I flew my last flight as an

active duty TAC pilot. That flight was

made in the magnificent F-15 Eagle, a

plane I had flown and loved since 1977.

Its flawless handling qualities are trans-

ferred through a hydro-mechanical stick

that makes it feel smaller in your hand

than the comparatively tiny F-5E. On my

second ride in at Luke AFB in 1977, I did

a triple Immelmann — a vulgar display

of brute power. Its huge bubble canopy affords the pilot an unre-
stricted view of his 6 o'clock, an attribute that had been sacrificed by
aero design engineers since the era of the F-86. However, as much as
I loved the F-15, to this day, absolutely nothing stirs my memory
banks or brings chills to my spine like the crack and roar of an F-4’s
afterburners on takeoff roll.

First of all, it looks like a fighter ought to look with its dropped nose
and stabs, canted wing tips, and no-nonsense “don’t mess around
with me” stance. Anybody looking at the business end of this fighter
(especially an enemy) has got to immediately understand the pur-
pose for which it was built. When the Thunderbirds and the Blue
Angels flew them in their demonstration teams, the ground shook,
babies cried, and dogs barked. They were never better, and it was a
sad day when the Thunderbirds were forced to trade them in for T-
38s (which looked and sounded like a Tinkertoy by comparison). But
as great as it was in air shows, it was far more impressive doing the
job it was designed for, a fact indisputably demonstrated for over
seven years during thousands of sorties in the skies over Southeast
Asia (SEA).

The All-Around Fighter

Officially named the Phantom II, but affectionately called “Double
Ugly” or the “McDonnell Rhinoceros” by the men who flew her, the
F-4 will surely join great fighters of the past like the Spitfire, P-51,
and F-86 as a classic. It was and continues to be a big, tough, mean-
faced fighting machine that doesn’t do a single thing better than
competing fighters. Thuds (F-105s) were faster and far more stable
bombing platforms, F-5s and all the MiGs could outturn it, its out-of-
cockpit visibility wasn’t that great, the original models were built
without a gun, it was plagued with tremendous adverse yaw, and
the engines smoked so badly at mil power that a defecting MiG pilot
once stated that the first time he ever saw one he thought it was on
fire. But as a package deal, the F-4 could do it all — Close Air
Support, interdiction, air superiority or reconnaisance. It was simply
the best fighter in the skies over North Vietnam.

34 FLIGHT = INTRUDER

As a “mud beater” it hauled a lot of iron very far, very fast. It could
fight its way in and out of the target area, and with two of the most
reliable engines in the world (seemingly immune to throttle abuse

and FOD), it would bring you home, even with one of them shot out.

Unarmed and Unafraid

The RF-4C was a recce version, it carried high speed cameras
instead of weapons and had the thorny mission of post-strike recon-
naisance. After a huge strike package (called the eight hundred
pound gorilla) had done its thing and really gotten everyone north
of the Red River stirred up, somebody had to go in and get the
pictures — a job that fell to the particularly gutsy and resourceful
aircrews that flew the RF-4C. Their motto, “Alone, Unarmed, and Un-
afraid” wasn’t always totally accurate. On many occasions “alone”
didn’t apply because it was decided that an element of armed F-4s
should accompany them into the just-vacated target area to protect
them from MiG attack while they were getting the pictures. These
missions were appropriately called “The Run For The Roses,” because
to a recce pilot, speed was life; the RF-4C was fast — boy, was it fast.
Since it was lighter to begin with, and had far less drag than its
accompanying missile-laden escorts, it was not uncommon for the
flight leader of the escort to find himself in first or second stage
afterburner by the time the recce hit mil power. When he really got
serious and went to full burner, he would simply walk away from his
escort like it was parked and the escort would find themselves all
alone directly over the “City On The River” as the unarmed recce
disappeared at supersonic speed into the foothills.

Fighting MiGs

In the air-to-air role, all versions of the Air Force’s F-4 C, D, & E
bristled with eight missiles and a gun (only the F-4E carried the gun
internally). Although the missiles didn’t work that well, no one else's
did, either. Even if their Pk was low, AIM-7s launched at long ranges
left huge white exhaust trails that created great confusion, loss of
tactical awareness and mutual support within the MiG formations.
The Phantom had energy to burn (especially in the denser air at low
altitude), and in the hands of a capable pilot, it was more than a
match for all takers.

Against the much lower wing-loaded MiGs (especially the MiG-17 and
MiG-19), you simply could not play a “nose-pointing” game anywhere
near the MiG’s corner velocity, as you would constantly find him
pointing at you with his nose on fire. Conversely, the F-4 could take
the flight into the vertical where it enjoyed a decided energy advan-
tage, or drag it low into the dense air where it not only had unbe-
lievable energy, but where the MiG pilot’s flight controls became stiff
and his airframe unstable at very high calibrated airspeeds. Against
a cannon-only armed MiG-17 or MiG-19, an F-4 pilot could “unload
to zero G” and extend to a range that allowed him to “pitch back”
into the fight with great energy and a better aspect angle.

OF THE |

FLY THE PHANTOM 35

Taking the fight into the vertical became a classic tactic, but by no
means did it ensure victory. In the hands of a skilled pilot, all of the
MiGs (including the MiG-17) could take it up with you. When this
happened, you had to avoid being “spit out” in the ensuing vertical
rolling scissors before the MiG ran out of energy and fell off. This
maneuver was especially dangerous against the MiG-21, which flew
about like an F-5E with a light nose. It not only turned well, but also
had the energy to go up with you a long way. Once a vertical rolling
scissors was joined, it was somewhat like “riding a hog; there was no
way to get off.” Even if it meant flying the bird down to zero air-
speed, you had to do whatever was necessary to make him fall off
first. If you failed and tried to extend out of the fight, not only was
the MiG-21 difficult to extend from, the F-4’s forty-foot afterburner
cones made a great heat source for his Atoll missiles.

The Controversial Guy In Back

Originally developed for the Navy, the F-4 was non-traditional in
that it was a two-seat fighter. The thinking being that there was
more than enough for the pilot to do in flying the jet without having
to also run the fire control system. The Navy assigned these tasks to
the backseater, calling him a RIO (Radar Intercept Officer). The Air
Force, using their rule ensuring nothing was ever called the same as
in the Navy, dubbed their backseater the WSO (Weapon Systems
Officer). Those that flew the Air Force F-4s took it one step further
and simply called him the GIB (Guy In Back). Few tactical fighter con-
troversies rival the continuing debate over single seat vs. two-place
cockpits, where strong and passionate arguments are advanced all
the way from the Pentagon to the stag bar. Everyone has an opinion,
and having flown both single seat and two-place for a number of
years, 1am no exception.

Flying by yourself in today’s fighters like the F-15, F-16, and F/A-18
works just fine. Not only does it make you feel macho, but your
individual situational awareness and ability to act decisively is
probably heightened. I have no empirical data to support that
assertion, it’s just how I feel.

However, I don’t think the single seat would have worked worth a
damn in Southeast Asia. For one thing, the avionics and weapons
systems, although not nearly as capable as today’s, were difficult to
operate really well. HOTAS (Hands On Stick And Throttle) was non-
existent. Clearing your own six o'clock from the F-4’s cockpit was
difficult during patrol, and almost impossible once engaged ina
close-in fight. Simply put, the F-4 was designed to exploit the state-
of-the-art weapons systems of its day, and those systems did not
easily lend themselves to operation by an single individual.

In my opinion, if the GIB did nothing more than twist himself around
to put his eyeballs on your vulnerable cone during dogfights, he was
worth his weight in gold. But the truth of the matter is that he did
infinitely more than that. I have flown with lots of them, some better

36 FLIGHT | INTRUDER

than others, but I was privileged to fly most of my missions in SEA
with two really great ones. They could pick radar returns of MiGs
from the clutter of a radar scope that looked to me like a bowl of
buttermilk. They could air refuel off tankers, and generally fly the
jet better from the back seat than some of the IPs. (Some GIBs saved
their pilot’s life when they recovered the aircraft after he was
incapacitated.) Contrary to myth, they weren't all frustrated pilots
that couldn’t hack it, but dedicated professionals that strapped their
pink bodies to Double Ugly and did their jobs four feet in trail with
you, in one of the most sophisticated and dangerous integrated air
defense environments ever devised. One of those GIBs I refer to was
killed in action; the other won the ATC Commander’s Trophy in
flight training, was top gun at F-4 RTU and F-15 RTU, and will soon
be a general officer. As whether future fighters should be single or
two place, I could make arguments either way. But in the case of the
F-4, you will not hear this fighter pilot bad-mouth the GIB.
Carrying On

To this day, the F-4 continues to be a great fighter. In the active duty
forces, the RF-4C is still the primary recce aircraft for TAC, USAFE
and PACAF. The F-4G, a highly modified version of the slatted F-4E,
performs the Wild Weasel role of detection, identification and des-
truction or suppression of enemy radars. Although none of the
F-4C’s are still in service, hundreds of F-4D and F-4E models have
been constantly updated and scrupulously maintained by Air Force
Reserve and Alr National Guard units, where they are flown exceed-
ingly well by highly experienced and capable aircrews.

Not bad for an aircraft designed in the mid-1950s. But time marches
on, and one day, like all of the great ones, it too will pass from the
scene. When it does, I for one sincerely hope that it will take its place
on a pedestal of honor at TAC Headquarters at Langley AFB (even if
it was originally a Navy design), for it has served us exceedingly well
and has truly earned its place in the sun.

Colonel Phil Hanley has been a U.S.Air Force command pilot with 7,000
flying hours and two combat tours in Southeast Asia (325 combat
sorties) flying F-4D’s and F-4E’s. He has earned 21 air medals, 3 Distin-
guished Flying Crosses, and 1 Silver Star.

Moving On

Now you are a veteran of two operations, Morning Song and BARCap. If you
think you are ready to take on the duties of the Commander of the Air Group
(CAG) and plan your own operation, then turn the page to the next section. If
you feel you need a little more combat experience, go back and try another
mission or two flying either an Intruder or a Phantom. Return to the main
corridor and select either Intruder or Phantom Pilot Brief. You are taken to
the Briefing Room, where you can select from the available operations.

As described in the CAG Part following, it is possible to modify any of these
missions by changing their waypoints or the aircraft taken.

MISSION PLANNING 37

PART Ill: YOUR FIRST OPERATION AS
CAG

The CAG (Commander Air Group) is an archaic title that derives from the
time when all the planes on board a carrier were known as its Air Group.
Well before the Vietnamese war, the carrier planes had been redesignated
as Air Wings, but one supposes that the commanders of these aggregations
would rather be known as CAGs than CAWs. The name is still in use.

It is the function of the CAG to work with his pilots to plan their missions and
to lead these missions. In this simulation, you act as CAG by planning all the
steps of the mission and then flying the mission in whatever plane you
choose.

You have successfully undertaken at least one of the two preceding mis-
sions, and now you feel ready to plan and execute your first operation as
Commander Air Group. You are at the Corridor scene. (If you’re not, you
should know how to get there by now). As usual, you have the following
options:

38 FLIGHT cor tHe 1

Scramble
Intruder Pilot Brief
Phantom Pilot Brief

CAG Brief

Duty Roster

oc Select CAG Brief.

You are taken to the CAG briefing room, where the display shows a list of the
primary targets.

Planning an operation is a multiple stage process. First, the CAG selects the
operation’s primary and secondary targets. Primary targets are usually sig-
nificant installations, such as a bridge, a railroad, or an ammunition dump. A
primary target is the whole point of the operation — hitting a primary target
is sufficient to make an operation a success. Secondary targets are targets
in the vicinity of the primary but are less important. You can get extra points
for hitting a secondary target. Note, however, that all auto-flying in this simu-
lation is based on single pass attacks. This means that if you are on auto-
pilot, you will be taken over the primary target and then back to the carrier.

The next step in planning an operation involves choosing the waypoints and
setting up the desired route, timing and actions. At this point you can also
determine whether the Rules of Engagement will apply to the mission.

The route should be chosen to keep planes coming into the target from
running into planes leaving the target.

The timing should involve in what order planes leave the carrier (usually
MiGCAP and other Escorts go first and then the bombers) and in what order
they hit the target area. In general, Iron Hand and Wild Weasel attacks
should hit their targets before the main bombing run happens, but not so far
in advance of the bombing attack that the enemy has the time to recover
and be ready for the next attack.

Actions involves what planes will handle what parts of the job: what planes
are handling Iron Hand, which doing the bombing, and so forth.

MISSION PLANNING 39

A Mission Of Your Own

Let’s set up a mission to see how this works.

dl Select Hanoi Power Station as your primary target and select OK.
You will then be presented with a list of secondary targets.

oc Select SAM site near Hanoi as your secondary target and select
OK.

This brings up the main CAG screen, which presents you with the following
choices:

HAMOGE PLR Pay Pin
| THIS IS A DIFFICULT TARGET. IT COMPRISES |
/ A BOILER HOUSE, CONTROL BUILDING AND
i CHIMNEY. A CONUEYOR BELT CONNECTS THE

i RAILWAY TO THE BOILER HOUSE.

taecneeeeseececscnesececeenscesccsecesascnessasaesscnssesecsenscecesscccceseceeesseseseeed

Cancel: Return to corridor scene.

Stores: Choose weapons and other external stores.
Waypoint: Set up the desired route, timing and actions.
Target Intell: Obtain information about the chosen target.

General Intell: Obtain information about selected area of map, e.g.
position, SAM, MiG, AAA, ground force activity.

Aircraft Info: Obtain information about your assigned aircraft and
set up departure times and duties.

Target Select: Choose another primary target.
Enter} OK: Accept changes and continue.

la © soeod

40 FLIGHT sort c= INTRUDER

You can choose your options in any order you like. For example, you can set
your waypoints and then decide you want to select a new target (which would
require resetting the waypoints). Or you can get aircraft information, and
then decide on the weapons and external stores. Generally, however, it’s a
good idea to obtain General and Target Intelligence before making your other
choices, since what you learn there may influence your decisions. The first
one to look at is Target Intelligence.

TARGET INTELLIGENCE
o Select Target Intelligence (1).

This information is provided to help the pilot locate and identify the target.
On entry, a map is displayed showing the primary and secondary targets.
Get this information first; without it you won’t know where to send your
attacking force.

c}] Exit back to Mission Planning Screen.

Photo of the target.

sab

Information: the position and description of
the target.

Map: this changes the scale of the map
display between the general map of North
Vietnam and the location of the target. The
target location map also puts a square around
the target site.

ES)

Now you know where you are going. It’s time to look at the General Intelli-
gence Map to see what you are going to be up against.

MISSION PLANNING 41
GENERAL INTELLIGENCE

When planning, you will need to know something about the enemy activity.
This is where you get the latest intelligence. It should be possible to plan a
route which skirts the heaviest defenses. Don’t go to Hanoi via Haiphong
Docks. Remember the long way around could use too much fuel.

You can use Gl aggressively. Make a note of the annoying SAMs/AAAs, and
hit them on the way back from the main mission.

or Select General Intelligence (G)

This gives you a map similar to the Target Intelligence map, with the follow-
ing icons available:

GEAERAL INTELLIGENCE
LATITUDE: He
LONGITUDE:

RANGE:
BEARING:

ESTIMATED No. SAMS:
ESTIMATED No. AAA:
LOCAL MIG ACTIVITY:
LOCAL GROUND ACTIVITY:

Exit Return to next level up.

(1) Information displays the following intelligence about the area
enclosed in the square:

Position: The latitude and longitude
Range: Distance in miles from Hanoi (Bull’s-eye)
Bearing: Compass bearing from Hanoi (Bull’s-eye)

Estimated No. of SAMs: How many SAMs in the area
Estimated No. of AAA: How many AAA in the area

Local MiG activity: How likely MiGs are to be present*
Local Ground Activity: | How likely ground fire might be*

* In both these cases, the range runs from low (hardly any) to
heavy (lots).

42 FLIGHT == orm c= INTRUDER

WAYPOINTS

This brings you back to the main CAG screen. Next we’ll choose the way-
points for the operation.

Le Select Waypoint.

This brings up the following screen:

ACTION Law

On selecting waypoints, a map is shown on which is displayed the route and
waypoints for the first section of aircraft. Note that a route is specified for
the section, not individual aircraft. The current waypoint is flashing. The
current section and waypoint number are displayed at the top of the screen.
There must be a minimum of four waypoints, and the first and last are
treated in a special way — i.e. they cannot be deleted.

To set the waypoints for your operation you use the following icons:

Esc] Cancel Return and forget edits.

(S} Next Section Display next section’s route and waypoints.

(Ww) Next Waypoint Make next waypoint current.

(A) Add Waypoint Adds a waypoint after the current waypoint. This
is not allowed for the last waypoint.

[D) Del Waypoint Delete current waypoint.

(E} Edit Waypoint Open dialog box to allow editing of waypoint.

(M) Map Change scale of map. The current waypoint must
be retained on the map; therefore, moving to the
large scale is only allowed if it is available.

Enter] OK Return with edits.

MISSION PLANNING 43

The position of the current waypoint can be moved using:

Cursor Keys (€), (>), (+) and (+) will move whichever waypoint has been
selected using (Ww.
Mouse: Click the left mouse button to select the nearest way-

point. Drag the waypoint and release to fix it.

ACTICn DROP

HAYPOINT
AVE. SPEED: 375 KNoTs
RANGE: Fa HMiLes
BEARING: F DEG.

Lat:
Lone:
ALT:
ACTION:

Edit waypoint dialog

This is divided into two areas. The first is the Comment Field: it tells you
what your average speed should be and the range and bearing of the point to
Bull’s-eye (See next page). These entries change when you change the fields
described below. Also, if your new entries take the waypoint out of the range
of the map or to an impossible latitude or longitude, a message telling you
SO appears when you your edit.

Latitude/: These entires allow very accurate placement of current

Longitude waypoint.

Alt: This shows the altitude at which the section of planes
should reach the waypoint.

Action: Takeoffs and bombing are examples. This allows you to

set up the specific operation for each waypoint and let
the mission unfold automatically.

ETA: Estimated Time of Arrival: this is the time that you want
the aircraft to reach the waypoint.

be FLIGHT

Points of Reference
We are interested in the following area:

104 deg E to 108 deg E
19 deg N to 22 deg N

It is possible to fly outside this region. It is not very interesting; we
have not defined anything outside this region. The area is bordered on
the east and southeast by water. To the north and northwest is China;
venturing here is foolhardy — expect to be shot down very soon. To the
west and southwest are the mountains of Laos, another hostile area.

There are five maps available in the software:

A small scale map of the whole area which is displayed during waypoint
editing in the game beginning. Because the whole area is displayed,
the map can be used for route planning. This map is also used for the
moving map display in the aircraft cockpits.

This map is similar to the authentic Route Map included with this
game. This map is identical to the maps carried on the knees of pilots
who flew over Vietnam. Four maps at four times the scale of the small
scale map can be displayed during waypoint editing. The maps display
the most targeted areas:

Hanoi: 20-55N to 21-40N 105-30E to 106-30E

Haiphong: 20-15N to 21-OON 106-00E to 107E
Yen Bai: 21-15N to 22-O0N 104-30E to 105-30E
Than Hoa: 19-30N to 20-15N 105-O00E to 106—-00E

When looking at locations on the Waypoint and Intelligence maps, the
locations are given in degrees of latitude and longitude. However, for
an easily understood location fix in combat, we also use the “Bull’s-eye
system” used by the Air Force and Naw in the Vietnam War. Bull’s-eye
is downtown Hanoi. Any position in North Vietnam can be described as
a bearing and range from Bull’s-eye. The map that alternates with your
cockpit radar screen shows these coordinates. The circles are drawn in
20 nautical mile increments from the center of Hanoi.

So “MiGs at 180 for 60”, means that MiGs have been sighted 60
miles south of Hanoi. Looking at the map, you can tell that the MiG is
at about 20°,2' N by 105°, 49' E, or just south and west of Bien Son.

Clock Code
When sending messages the “Clock Code” is used: Straight ahead is
12 o'clock, straight behind is 6 o'clock. For example:

“Bandit at your 3 o’clock range 2 miles” means that there is a bandit
on your right hand side at a range of 2 miles. Usually, the subject of
the message was repeated twice, such as “Bandit, Bandit, at your 3
o'clock range 2 miles.” To save space we only use the designator once.

MISSION PLANNING 45

STORES

Now that you know where you are going, you need to determine what you are
going to deliver to the target.

or Select Stores

This brings up a screen depicting either an F-4 Phantom or an A-6 Intruder.

The CAG chooses weapons and other external stores, such as extra gas
tanks and ECM pods. It is important to choose the right weapons for the job
— forego the extra missiles if the trip is a long one, lighten the plane or take
an extra gas tank instead.

SECTION | See “EOMERUN

Description of icons:

Next Section Move to the next section of planes attached to the
operation.

Next Weapon Highlight the next weapon to the right. (¢} will move the
highlight to the left, even though there is no icon
displayed.

Up Arrow Load highlighted weapon. If there is room on the cen-
ter station, then the weapons are loaded individually. If
not, the wing stations are used and the weapons are
loaded in pairs.

Down Arrow Unload highlighted weapon. Center stations are
emptied first.

(R} Reset Reset the weapon selection to that defined on disk by
us: i.e. the standard load for type of mission selected.
In CAG mode, the reset is to a basic minimum bomb-
ing load of Walleye and MK82s.

46 FLIGHT : INTRUDER

(1) Information Provide information about the highlighted weapon.
Next to each weapon a fraction is displayed.

The top number indicates the number of that weapon
type currently loaded. The bottom number represents
the total number that could be loaded. Note that, as
weapons are loaded, the options become more
limited.

Section number and duty are displayed at the top of the screen.

ce Select a Paveway from the stores screen.

Optional External Fuel Tanks
For some missions extra fuel is essential, but double-check those fuel
management calculations — too much fuel can be as bad as too little!

Among the possibilities are:
370 gallon fuel tank — Only for use with the Phantom

300 gallon fuel tank — Only for use with the Intruder

Small external fuel tank — Always loaded in pairs. Giving total
extra capacity of 4200 Ib.

600 gallon fuel tank Large external fuel tank holding 4200
Ib of extra fuel.

Weapon Station Capacity

The underside and wings of both the Phantom and the Intruder have areas
where weapons can be slung for use. These are called weapon stations. The
following tables show the capacities of the two planes.

RO Right Outer Wing

RI Right Inner Wing

Center Under the body of the plane
LI Left Inner Wing

LO Left Outer Wing

MISSION PLANNING 47

INTRUDER
Stations

Wt(kg) RO RI Center LI LO
300 g fuel 150+950 aL: 1 1 1 dL;
ECM Pods 500 1 1 dl; 1 1
Shrike 206 1 1 O al 1
Walleye 502 1 1 0 1 1
Mk82 Snakeye 254 6 5 6 5 6
Mk82 226 6 5 6 5 6
Mk83 454 3 2 3 2 3
Mk84 907 1, 41. 1 1: 1
Paveway 907 1 1 0) 1 4.
Rockets 194 3 2 (0) 3 2
PHANTOM

Stations

Wt (kg) RO RI Center LI LO
370g fuel 150+1175 1 0 4; (0) It
600g fuel 200+1905 0 0) 1 (0) 0
ECM Pods 500 (0) a: 0 1 0
Sparrow 206 (0) 2 0 2 0
Sidewinder 77 0 2 0 2 0
Shrike 206 1 2 ce) 1 1
Walleye 502 4. 4, 0 4: 3
Mk82 Snakeye 254 6 3 6 3 6
Mk82 226 6 3 6 3 6
Mk83 454 3 2 3 2 3
Mk84 907 1 0 1 (0) ul
Paveway 907 1 1 0 1 al
Rockets 194 5 0 5 0 5

INTRUDER

ag FLIGHT = or tue

Aircraft Information

Next, we’ll need to obtain information about the aircraft you'll be using in the
mission.

oc Select Aircraft Info.

of DEP ARK
Tyr THEE
#@ INTPimee 2 Borakiuw STOR ES

& PHENT CHANGE DETAILS
AIRCRAFT: F

TIME:
Duty:

INTRU

Boobies

This is where you get the information about the aircraft in the chosen
operation. The aircraft are organized in sections of one or two aircraft. For
mutual protection, most sections start with two members, leader and
wingman. The exception to this is the lone Intruder mission: go in low and
fast in bad weather. Sections never consist of a mix of aircraft.

Each section is given a number. This is important as it is used to move
between the sections when in flight: you press for Section 1 and so
on. This simulation has a limit of four sections per mission.

As well as displaying Section number, aircraft type and number of aircraft in
the section, you also get duty and departure time. The duty dictates the type
of job given to the Section. This is explained later.

Under the aircraft information line is the names of the pilot and B/N (or RIO)
for the lead aircraft in each section. How you can alter these names is
shown on the next page.

Icons Available:

Previous Section Highlights the next section up.
Next Section Highlights the next section down.

(1) Information Opens a dialog box which indicates the orders for
that section and allows you to change some of them.

MISSION PLANNING 49

lll Select [1].

This brings up the Aircraft Duty screen shown on the previous page. On this
screen you can alter the time of takeoff for the section, its basic mission,
and the personnel involved. Use [+] and {+] to go between the Time field, the
Duty field, the Aircrew field and the OK field. As you can see, you don’t get
to choose the aircraft you'll be using in your operation. As in real life, you
have to make do with what has been assigned to you. What you can do,
however, is assign specific duties and crew to your aircraft. The following
aircraft duties are available:

MIGCAP Combat air patrol away from the target area.

IRON HAND Ground attack against AAA and SAM sites using normal
air-to-ground weapons. On autopilot, its priority is for AAA
sites.

BOMB RUN Strike mission against the primary target.

WILD WEASEL Ground attack against AAA and SAM sites using ECM
pods for protection and the Shrike anti-radiation missile.
On autopilot, its priority is for SAM sites.

ESCORT Ground and air cover, equal priority goes into AAA, SAM
and GCI sites.
TARCAP Combat air patrol at the target area.

For this particular operation, we will need to have a bomb run on the Plant
with a smart weapon. We also have to deal with a SAM site, so it would be
best to have our second section of A-6s equipped for Wild Weasel activity
and the Phantoms equipped for Iron Hand.

For aircrew, we need to find crews with good Accuracy for the main bomb run
and good Iron Hand skills for the Iron Hand and Wild Weasel missions. The
Phantom crew should also have good Dogfighting skill, but that is secondary
to the Iron Hand skill for this mission. If you want to change the aircrew, use
and (+) to bring up new crew names.

How do you know what the capabilities of the crew are?

oc Select (C] for Crews to get a list of the crews with their capabilities
The meaning of these capabilities can be found in the Personnel/
Communications Manual.

You have one more thing to plan before actually executing the operation —

assigning departure times to your aircraft.

Local time is entered in the following format: HH:MM.SS

o Select the Time data field and type in 02:00.00. This will start the
mission at 2:00 AM.

Once you have set your aircraft and crew duties and departure times, it’s
time to start the operation. Hit to take command of your aircraft. In
this game, just like the Navy, the CAG both plans and flies the missions.

50 FLIGHT coorm co INTRUDER

Enemy Encounters

United States aircraft had to run the gauntlet of both NV air and ground
defenses. The major ground threat was AAA and SAMs. Generally the
North Vietnamese attacked with either AAA, SAMs or MiGs. So the first
wave of U.S. aircraft could, after the first engagement, tell the others
whether it was a SAM or a MiG day. In this simulation we mix them up
together to represent the worst days.

Air Encounters

The enemy have MiG-17, MiG-19 and MiG-21 jet fighters. See the
aircraft specifications in Part VI. They are armed with cannon and Atoll
heat-seeking missiles similar to the Sidewinder. This means that you
are relatively safe as long as you haven’t got a MiG on your tail.

Ground Encounters

SAMS For most of the war, the only surface-to-air missiles used by the
North Vietnamese were Russian SA-2 Guidelines. Until very late
in the war, these only appeared in North Vietnam. This is small
consolation, since you are only flying over North Vietnam.

The usual description of a SAM is that it looked like a flying
telephone pole. They look deceptively clumsy. Many pilots
learned how to avoid a SAM (see below) and then became
complacent. But SAMs are extrememely fast, hitting over three
times the speed of sound and could be set off in three ways; by
impact, proximity, and ground signal. The United States leader-
ship thought that the SAMs were probably the most significant
threat in the skies of North Vietnam, and they proved a very
potent threat.
Avoiding a SAM is easy if you know it is coming. Just make a
hard turn when it is almost on top of you. Of course, if you do it
too soon, it will turn with you. If you do it too late, it will just
explode and down you anyway.
The Vietnamese employed many types of anti-aircraft guns, from
the 37mm cannon (an orange tracer) to the ubiquitous 57mm
(which explodes with greyish brown smudges like pigtails) to the
slow-firing but deadly 87mm (red puffs of smoke). At the start of
the war, common wisdom was that anti-aircraft guns could never
track a jet plane.Therefore, planes came in low to avoid SAMs.
Common wisdom forgot that AAA could put up a pattern of fire
that could blow away a jet plane as easily as a Piper Cub. The
best plan was to fly over 3,000 feet and jink a lot to throw off
the radar tracking for the SAMs and AAA.

Rifles A lot of planes were shot down by ground fire. Fly above 3,000
ft. to avoid small arms fire. Of course, that makes you a target
for SAMs and AAA.

MISSIONS 51
PART IV: OPERATIONS AND MISSIONS

The following mission descriptions give you needed information to make a
selection of what missions you would like to fly in Flight of The Intruder.
Several terms are used that should be explained before you go on.

Operation The overall activities of (usually) several elements to
accomplish an objective. Each part of an operation is
called a mission.

Mission The individual task of one element or section (usually
two planes) of an operation. Missions have special
titles such as Wild Weasel (suppression of SAM and
AAA sites with anti-radiation missiles and ECM), MiG-
CAP (Combat Air Patrol against MiG incursions) and so
forth. A full explantion of each mission title is given in
the Glossary at the back of this manual.

Rules of Engagement

In certain of the missions you can find yourself having to deal with the same
Rules of Engagement that bedeviled the U.S. military through most of the
Vietnam war. These are rules made by your superior officers that limit what
you can do in a combat. Breaking any of these rules can get a pilot court-
martialed. During the Linebacker period, most of the Rules of Engagement
were lifted, but in this simulation you can attempt to deal with the same
problems real A-6 and F-4 pilots had to deal with in the unfriendly skies over
North Vietnam.

These rules (as they apply to this simulation) are:

1. You may only engage MiGs that are airborne or in the process of taking
off and which you or your wingman have visually identified as being
bandits.

2. You may only attack mobile units: e.g. trucks, trains, and off-shore
enemy boats. This excludes any boats around the Haiphong harbor
unless they have been designated as the mission’s primary or alternate
target.

3. You may only attack designated primary and alternate targets. You may

not attack targets of opportunity. If operating as CAG, you cannot
designate a target within ten miles of Hanoi or four miles of Haiphong.

4. You may attack any AAA, SAM or GCI site that illuminates you with its
radar (thus taking a hostile action).

5. You may not activate your master arm switch when within ten miles of
Hanoi or four miles of Haiphong.

In the following Operation descriptions, the Special Instructions will indicate

which are covered by the Rules of Engagement. This coverage can be
cancelled through the Options Menu (see Part VI: Reference).

52 FLIGHT °

Operation: BARCAP

Description: A dawn patrol around Yankee Station.
Objective: To intercept incoming threats from North Vietnam. Make sure
there is no penetration of the 40 mile exclusion zone by plane or boat.

Special Instructions: Incoming aircraft could be friendlies or bogies so visual
ID is necessary. Rules of Engagement apply.

PHANTOM MISSION: MiGCAP

There is only one mission in this operation, and it is performed by a single
flight of Phantoms. This combat air patrol mission should stay around top
deck plus ten. Maintain a patrol area just off the North Vietnam coast.

™

MISSIONS 53
Operation: DECK ALERT

Description: Scramble to meet a torpedo boat attack on the carrier.
Objective: To intercept three torpedo boats making a run on Yankee Station.

Special Instructions: Go in low to avoid enemy radar. Rules of Engagement
apply.

INTRUDER MISSION: DUCKS IN A BARREL

One flight of A-6s must intercept and destroy the torpedo boats before they
get close enough to the Shiloh to launch torpedoes.

TM

54 FLIGHT

Operation: TALLY HO YO!

Description: Single strike bombing mission with fighter escort and Iron
Hand.

Objective: Destroy the Yen Bai railroad bridge.

Special Instructions: The bridge is defended by AAA. Secondary targets
(warehousing) exist in Yen Bai. Be prepared for targets of opportunity on the
railway. Rules of Engagement apply to all other targets.

Be sure to take plenty of fuel with you.

PHANTOM MISSION: IRON HAND
Escort the A-6s. On arrival, be prepared for targets of opportunity.

INTRUDER MISSION: IRON HAND

A 57mm AAA battery has been reported to the north of the bridge. This
needs to be silenced before the strike flight comes in. They are two minutes
behind you.

INTRUDER MISSION: STRIKE

Come in over the target two minutes after flak suppression by Phantoms.
Use small smart weapons.

MISSIONS 55
Operation: BACK BREAKER

Description: Single strike bombing mission with fighter escort for MiGCAP
and flak suppression.

Objective: Destroy the notorious Than Hoa bridge. Secondary targets include
the AAA batteries radar guidance station and warehouses in the town.

Special Instructions: A low level direct approach up the estuary is sug-
gested. This bridge has stood up against intense bombardment since 1965.
Try to do it right this time. Rules of Engagement apply.

High likelihood of traffic in vicinity of bridge.

PHANTOM MISSION: MIG CAP

One flight of Phantoms required on combat air patrol to the north west of
Thanh Hao. Cover required for the duration of the operation. Expect unfriend-
lies if the attack on the radar guidance unit is successful.

INTRUDER MISSION: IRON HAND

Heavy AAA placements on both sides of the river and bridge have been
reported. The radar guidance unit to the southeast of the bridge is the main
target.

INTRUDER MISSION: BULLSEYE

Low level route straight up the estuary. Fighter escort should keep AAA
occupied.

56 FLIGHT =sor tm =o INTRUDER’

Operation: MORNING SONG

Description: Single strike bomb mission without escort.
Objective: Destroy torpedo boats and missile cargo boats.

Special Instructions: This operation can be given to either a Phantom or
Intruder section. Rules of Engagement apply.

You are without escort on this mission, so don’t linger.

INTRUDER MISSION: GREEN TREE

There is only one mission in this operation, and it is performed by a single
flight of aircraft. Come in low over the sea from the east. Coast defenses will
provide shipping with air cover.

PHANTOM MISSION: BLUE TREE

There is only one mission in this operation, and it is performed by a single
aircraft. Come in low over the sea from the east. Coast defenses will provide
shipping with air cover.

MISSIONS 57

Operation: JULY 4TH EVE

Description: Bombing mission.

Objective: Destroy the Phuc Nhac airfield in preparation for the July 4th
celebrations (see below). Predicted bad weather should make a lone attack
by a single A-6 feasible.

Special Instructions: No MiGCAP is provided. Ripple Mk82s along the length
of the runway. No second chances — you don’t want MiGs chasing you.

INTRUDER MISSION: LONE RANGER

No MiGCAP or SAM or flak suppression. The poor visibility makes conditions
ideal for an attack by a single Intruder.

58 FLIGHT ==orm c= INTRUDER

Operation: JULY 4TH DAY

Description: Bombing mission.

Objective: Destroy the ammunition dumps reported in the town of Thanh
Hoa. The main warehouse is reported to be empty. Most stores are in build-
ings around the hospital.

Special Instructions: Do not hit the hospital. It is recognizable by a red
cross on its roof.

MiGCAP is provided to the northwest.

PHANTOM MISSION: MiGCAP

Provide MiGCAP for the Intruders coming in from the northeast. Take a look
at the AAA batteries to the southwest of the town.

PHANTOM MISSION: TARCAP
Provide CAP for the Intruders coming in from the southwest.

INTRUDER MISSION: FIREWORKS

The safest approach seems to be from the southwest. This also puts the
targets in transit. Phantoms will provide TARCAP.

MISSIONS 59
Operation: JULY 4TH REFROG

Description: Bombing Mission.

Objective: Destroy the ammunition dumps reported in Thanh Hoa. The main
warehouse is reported to be empty. Most stores are in buildings around the
hospital.

Special Instructions: Do not hit the hospital. It is recognizable by a red
cross on the roof.

INTRUDER MISSION: FIREWORKS

No MiGCAP or SAM or flak suppression. The poor visibility makes conditions
ideal for an attack by a single flight of Intruders.

60 FLIGHT sa oF rue
Operation: LIGHTS OUT

Description: Double strike bomb mission with MiGCAP and Wild Weasel
escort.

Objective: Destroy the thermal power plant at Hanoi.

PHANTOM MISSION: MiGCAP

The main duty is to provide MiGCAP for the Intruders. They will be coming in
two waves. Make sure you have enough fuel to stay around until everyone is
on the way home. Expect company from the north.

PHANTOM MISSION: WILD WEASEL

SAM suppression is the main duty. However, the area is also defended by
AAA.

INTRUDER MISSION: BOMB RUN ONE

Your objective is the main compressor house. It is the main building in the
complex. The power station is in a residential area, so use guided weapons.

INTRUDER MISSION: BOMB RUN TWO

Go for the main compressor house if it is still standing. Otherwise go for the
chimney or conveyor.

MISSIONS 61

Operation: IRON RAIN I

Description: A massive attack on Hanoi. This will take place in two opera-
tions: Iron Rain | and Iron Rain II. (See Operation: Iron Rain Il)

Objective: Knock out Phuc Yen Airfield, suppress flak, and destroy SAM
radar guidance equipment.

PHANTOM MISSION: TARCAP
First in and last out. Engage any interceptors that are airborne.

PHANTOM MISSION: ESCORT

Provide air cover for Intruders on low level attack on Phuc Yen airfield and
downtown Hanoi. Seek targets of opportunity.

INTRUDER MISSION: WILD WEASEL

Seek and destroy the area’s radar guidance units. Keep the enemy radar
stations off the air.

INTRUDER MISSION: STRIKE

The objective of this low level ripple bombing run is to close down the Phuc
Yen airfield. The runway is the prime target; you may also attack grounded
MiGs.

Clear up anything that the Alpha strike missed.

62 FLIGHT =

Operation: IRON RAIN II

Description: A massive attack on Hanoi (continued). This will take place in
two sections: Iron Rain | and Iron Rain Il. (See Operation: Iron Rain 1)
Objective: Bomb the Paul Doumer bridge.

Special Instructions: Iron Rain | should have weakened the defenses;
however, MiGCAP and Wild Weasel escorts are provided for incursion into
this heavily defended area.

PHANTOM MISSION: MiGCAP
MiGCAP to the north of the target is required to intercept bandits.

PHANTOM MISSION: ESCORT:
Pick up your charges before going feet dry and provide CAP over the target.

PHANTOM MISSION: WILD WEASEL

There are over 84 SAM sites, mostly to the south of the city, to keep you
busy.

INTRUDER MISSION: KNOCKOUT

This is an interdiction strike on the Paul Doumer bridge. A low level run from
the north east is advised. Direct hits on the spans are required.

MISSIONS 63
Operation: ALPHA STRIKE

Description: A bombing run using all the available aircraft on a hitherto
untouchable objective.

Objective: The objective of this Alpha Strike is to inflict damage on the
Haiphong docks and shipping facilities.

Special Instructions: Do not attack the neutral shipping in the harbor, even
if they shoot at you.

PHANTOM MISSION: MIGCAP

Two sections of F-4s have been allocated to provide combat air patrol to the
south of Haiphong. MiG-21s have been reported in the area.

INTRUDER MISSION: BALLGAME

The two big dockside warehouses are the main targets this morning. Also
target any shipping in the bay.

INTRUDER MISSION: WILD WEASEL

SAM suppression is the main duty on this early morning mission. You will be
protecting an A-6 flight which will target the dockside warehouses. Be
prepared for targets of opportunity in the dock.

84, FLIGHT

Operation: HUNTER KILLER

Description: An all-out attack on a pesky SAM site.

Objective: The six-launcher SAM site south of Hanoi is the target. Shrikes
only hit the radar van, and the site is active again quickly. The bigger punch
of Hunter Killer tactics are needed.

Special Instructions: Take out the GCI first to increase your chances. Don’t
make more than one run on the target, and use the biggest bomb load
possible to do the most destruction. Rules of Engagement apply.

OF THE =

INTRUDER

PHANTOM MISSION: ESCORT

Two sections of F-4s are tasked to escort the A-6s. If possible, silence the
light AAA to the south.

INTRUDER MISSION: STRIKE

The objective is to destroy the site. Target the launchers. The Wild Weasels
will get the radar.

INTRUDER MISSION: WILD WEASEL

Destroy the GCI and then keep the site busy so that the bombers can attack
with impunity.

MISSIONS 65

The Most Dangerous Game

by ex-U.S. Air Force Capt. Norman Cosand ('69-
'76)

The Hunter Killer mission was, without a doubt,
one of the toughest and most dangerous
missions flown over North Vietnam in 1972. The
Hunter Killer “team” (term used by Fighter Pi-
lots) was comprised of two elements: 1. The
Hunter element — two Wild Weasel F-105G’s in
the lead armed with AGM 78 missiles (an air-to-
ground missile designed to home in and destroy
SAM site radar vans); 2. The Killer element —
two F-4E’s armed with CBU 52 (cluster fragmentation bombs de-
signed to destroy metallic SAM missiles, transportation vehicles and
radar vans) ready to roll in on an moment’s notice on the exposed
SAM site. The aircrew members who flew the mission were all
individually selected by the F-105 and F-4E Squadron Commanders
because of the severe hazards associated with multiple SAM sites.
Each SAM site was ringed with hostile 23mm and 37mm AAA gun
sites. North Vietnam (in particular Hanoi) was considered to be one
of the most heavily defended enemy countries ever known to aerial
warfare. SAM sites, MiG bases and AAA gun Sites carpeted the entire
breadth of North Vietnam with an extra abundant concentration of
defenses protecting the cities of Hanoi and Haiphong. Flying over the
far reaches of North Vietnam was a daily “fireworks show” for the
aircrews from Korat AFB in Thailand who flew the Hunter Killer
missions. “First in and last out” was a standard operating procedure
— Time on target was longer, the defenses more intense and sur-
vival rate reduced. The Hunter Killer team was no picnic.

It was dark and humid at 4:18 AM when | arose from a restless
sleep in my Hootch at Korat AFB. I rapidly threw on my flight suit,
put on my jungle boots and made my way to the Squadron Brief-
ing room by 4:30 AM (via our reliable air crew van). Tension was
written on the faces of the Captains and Lieutenants who were
scheduled for today’s Hunter Killer mission deep into North
Vietnam. Our target was two SAM sites just southwest of Hanoi.
With maps, classified photographs, weapon settings and enemy
defense updates, I join the other team members for a comprehen-
sive target briefing at 0500. Briefing synopsis: “The weather is
marginal en route (thunderstorms) but improving over Hanoi; the
main target for the Strike Force (F-4s from bases in Thailand and
South Vietnam) is the Thai Nguyen Steel Plant north of Hanoi; all
MiG bases, SAM sites and AAA gun sites are active and opera-
tional; our Hunter Killer teams (call sign “Eagle”) are to suppress
two SAM sites prior to the Strike Force’s arrival and then remain
in the target area to back up friendly forces — fuel permitting!”
Breakfast at the Officer’s Club was gulped down and barely

66 FLIGHT sor = INTRUDER

digested. Takeoff occurs at 7:00 AM (exactly on time); we fill up
with fuel from a KC 135 at 7:30 AM and drop off the tanker at
8:20 AM. “Eagle flight topped off,” radios the Hunter lead as we
ingress to the target area with full fuel tanks and weapons
checked for readiness. As we approach the target area I can hear
the heavy breathing of the pilot in the front seat of my F-4E as we
receive “Bandit” calls from MiG-19 and MiG-21 aircraft launching
from several MiG bases surrounding Hanoi. I quickly discover that
we are now 15 miles from two approaching MiG-19 aircraft.
“Eagle Flight, Bandits attacking,” radios the flight lead of another
Hunter Killer team off to my left. Two Atoll missiles zip under my
aircraft and disappear in the clouds behind me. We are still 100
miles from our target; the pulse rate picks up; it is going to be one
of those rare days when both MiGs and SAMs are in joint defense
of North Vietnam.

As we approach Hanoi from the Southwest, the lead F-105 launches
an AGM78 and quickly eliminates a SAM radar van from a site just
east of the city. Travelling at 480 nautical miles per hour, I scramble
in the back seat with my North Vietnam maps and target photos di-
recting my element of two F-4Es to the first targeted SAM site, while
the F-105G element pulls off to our left to provide coverage. I con-
centrate on the detail of my map and compare the map to rivers,
roads and canals below; again I cross-check my map for landmarks.
The target photo on the first SAM site is finally matched to a section
of road near a small canal below.

A sigh of relief — no time or fuel was wasted, we are here to do the
job we came for. The first SAM site is identified, we are ready to roll
in at 60° of dive and supersonic speeds. My throat is dry and sweat
races down my face as we pull 7+ g’s coming off the first target.
Half of our CBU 52 bomb load was just deposited on the SAM site
below with thousands of pieces of shrapnel flying in every direction
ensuring destruction of multiple surface-to-air missiles and radar
equipment. As the second F-4E pulls off the target and tucks close to
my right wing, I pull my North Vietnam maps from a large clamp
fastened to my G-suit and begin to immediately identify new land-
marks below in order to expedite our ingress to the second target
SAM site. Clouds partially obscure the second SAM site as we visually
acquire the target. The ground below is suddenly lit up like a Christ-
mas tree as AAA gun barrel flashes send a thousand rounds of
23mm and 37mm directly at our flight. Large red and orange silver
dollar-sized tracers are close to my canopy; I can hear the “snap,
crackle and pop” of the tracers as we point our nose at the second
SAM site. “Eagle 3, SAM at 6:00 (six o'clock), break now,” radios the
lead F-105. My vision is gone; however, my mind is clear, I have
“blacked out” as we pull nearly 9 g’s to avoid the SAM (travelling at 3
times the speed of sound) that was homing in on our tailpipe. With
vision now restored and our nose pointed skyward, we turn back
toward the target for a second round. That SAM was alone, there

MISSIONS 67

would have been no way out had we been hit, diving at the ground
and travelling at supersonic speeds. “Snap, crackle and pop” as
dozens of tracers surround my F-4E while again diving at the second
SAM site. “Thump,” I feel the aircraft shake and lighten up as our
last half of CBU 52 bomb load is released on top of the target. The
second F-4E in our element also drops his CBU 52 and rejoins on our
wing. Two SAM sites destroyed, all aircraft and aircrew are safe!

We are critically low on fuel as we rejoin the F-105 element. Our
heading is 220° (southwest heading) as we egress back to Thailand.
A KC 135 tanker is waiting for us over the border of Thailand and
vectors north over Northern Laos to meet us. We are thankful for the
tanker aircrews who risk 57mm and 86mm over hostile territory to
refuel our empty tanks.

It has been a memorable day for the aircrews of Eagle Flight as well
as other flights who flew the Hunter Killer mission deep into North
Vietnam that day. We are all thankful to be alive. We are also
thankful that soon we can see an end to the war with North Viet-
nam, have our prisoners of war returned and set our feet once
again on fertile American soil.

Captain Normand Cosand flew for the U.S. Air Force between 1969 and
1976. He was the Guy In Back in an F-4E and a Bomber/Navigator on an
F-111. He flew 82 missions over North Vietnam including 41 missions
over Hanoi as part of a Hunter Killer Team. He received 4 Distinguished
Flying Crosses, 11 air medals and 1 Vietnam Cross of Gallantry.

68 FLIGHT
PART V: DEBRIEFING

PHCESTITG EME
OPERATION: MORNING SONG
SUCCESS RATING: 123 123
MANUAL PILOT: GREEN TREE
SUCCESS RATING: 0 ote
PRIMARY TARGET: TORPEDO BOAT
TARGET DESTROYED

SECOMDARY: MISSILE CARGO BOATS

TARGET UNDAMAGED
It’s BEEN A PLEASURE WORKING WITH You!

OPERATION STATISTICS

Each time you complete a mission and successfully land your aircraft, you
are taken to the Debriefing Room, where you can view your statistics for the
current operation as well as the overall average for the entire Tour. To start a
new Tour of Duty, delete from the working floppy (not the master) all files
with the extension .PLY.

The important statistic is the success rating. You get a score for each
mission you attempt. IF your total exceeds 100, you earn the right to wear
the Operation Badge. The scores for the various events are added together
to provide the Air Wing’s SR. Your Success Rating is calculated by totalling
the scores associated with those events which were directly attributable to
you. For instance, you only get credit for the primary if you were in control of
the aircraft which dropped the bomb that destroyed the target.

DEBRIEFING 69

Here is how the Success Rating is calculated:

Primary target destroyed 100
Secondary target destroyed 50
SAM destroyed 25
MiG destroyed 25
AAA destroyed 10
PT boat destroyed 10
Guided missile on target 14
Unguided missile on target 12
Truck destroyed 5
Train destroyed 5
Player’s landing

green 10

black 0

red -10
Carrier destroyed -1000
Hospital destroyed -1000
U.S. aircraft destroyed -50
Guided missile released -4
Unguided missile released -2

Explanation of Icons

Information {1} This displays the cumulative scores for the air wing and
the individual pilot.

As the duty pilot your landing

record is displayed in the form S srarisrics

of a set of colored disks: OP SUCCESS RATING nas
Red Dangerous |] oRoNANer_ usact
Green OK 3 AIRCRAFT LOST

Black No comment q MIG Kurs:
3 GROUND TARGET KILLS: 2
TOTAL: 7
DUTY PILOT LANDINGS:

TOTAL:

Waypoint Review Every few seconds the position of every aircraft is
recorded. This information is used to show the aircraft
track in review. It is possible to compare the ideal track
following waypoints against the actual track. As the
positions are being recorded relatively infrequently, it
will not always be possible to completely review the
track during a dogfight when direction changes are fast

70

Camera ([P]}

FLIGHT = or 1 om

and furious.

This provides a record of your activities as if taken by a
camera. Use the keys given to review the snapshots of
your mission you took by using the Photograph option
in the File Menu (see Part Vil Reference; Menus) or

pressing while the game is playing. Select (P) to
see the previous photo, (N] to see the next photo, and

Airplane

(D) to delete the photo currently on the screen.

The Video Recorder reviews the videotape you took by
using the Video option on the FILE Menu. Select (P] to
look at the current tape, |+] to move to the next
sequence, (S} to save the videotape to disk, and [L] to
load a previously saved video.

Aside from using the FILE Menu option, you can also
activate and deactivate the video recorder with (V)}. You
can record more than one sequence per flight, but
there is a finite length. However, if you find yourself
with a sequence you just have to save and your tape
has run out, you can select (0] to reset the recorder.
This will, however, wipe out all your previous records for
that mission.

DEBRIEFING 71

BADGES AND MEDALS @

Badges

Every time you successfully com-
plete an operation, a badge is
sewn onto your flight suit. Occa-
sionally you will see a picture of
yourself in your flying suit. As you
progress through the simulation,
you may see your suit become
gradually more colorful, when you
earn the right to wear the badges.

Medals

Medals had their beginnings in such knightly orders as the Knights of the
Bath of England. They are a way of saying, this person is among the greats.
In Vietnam, some flyers began to feel that they were getting their medals
just for waking up in the morning. To some, it seemed as if they only got a
medal if they fouled up a mission and thereby took damage. If they did it
right, no one noticed.

In this game we give you medals for doing it right, though the Purple Heart
might be considered an award for blowing it big time. If you deserve an
award, the Award Screen will appear and show a pilot displaying:

Purple Heart: Injured in action

Air Medal: Every ten missions completed

Distinguished Flying Cross: In one mission: destroying two SAM
sites, one MiG and three gun sites

Air Force Cross: Downing one MiG which was attacking
another aircraft
Medal of Honor: Personally destroying the primary and

secondary targets for an operation

Sierra Hotel:

Once you have attained an Awards Screen, press any key to view the Sierra
Hotel display. This screen lists
the top ten pilots who have ever
played from your disk — the
“best of the best.” Press any
key from the Sierra Hotel

screen to return to the Duty
Roster. From there, you can
start another mission or exit the
game.

The Sierra Hotel screen appears
after every mission.

72 FLIGHT Soorm c= INTRUDER

PART VI: REFERENCE

This section contains detailed information about all aspects of this simula-
tion. It includes instruction on using the menus, a summary of the keyboard
commands, specifications of the aircraft (both friendly and otherwise), a
summary comparison of the five aircraft involved, a full description of the
cockpits of the Intruder and Phantom and hints on what to look for, carrier
takeoff and landing instructions (both real and for the game), flying and
fighting instructions, a summary of the armaments involved, and a glossary
of technical terms and ever-present military abbreviations for your informa-
tion and amusement.

Don’t try to read this section in one sitting; we do recommend that you refer
to it whenever you need more information about any part of the simulation.
The Reference section is organized under the following headings:

MENUS

AIRCRAFT SPECIFICATIONS

COCKPITS

LANDING

FLYING AND FIGHTING

ARMAMENT

HISTORY OF THE AIR WAR IN VIETNAM
GLOSSARY AND ABBREVIATIONS
KEYBOARD COMMAND SUMMARY
INDEX

MENUS 73
MENUS

Press at any time to display the Menu Bar at the top of the screen.
Each of the six menus in the Menu Bar contains a number of options or
selections. These options remain hidden until you activate them using any of
the following methods, depending on the input device you are using:

Mouse or Joystick: Move the pointer to the menu you wish to activate, and
press the left mouse button or the joystick’s fire button. The menu options
pop down, remaining displayed for as long as you hold the button down. To
select a menu option, move the pointer down to highlight the option of your
choice and release the button.

Keyboard: Press (¢] or [+] to highlight the menu you wish to activate. Press
and (+) to highlight the option of your choice, then press (Enter).

Once you display the Menu Bar, the game is stopped. It remains paused
until you use the Return option from the File Menu. The following is a des-
cription of the menu options within each of FOTI’s six menus:

ABOUT Menu

This provides information about the game itself. It displays the credits, the
version number and other information about the simulation.

FILE Menu

The File Menu lets you manipulate the simulation (or “file”) at hand. By
selecting from the following options, you can abort, postpone or end an
operation, as well as return to the operation you accessed the File Menu
from. You can also end the game and return to DOS.

Abort Mission: Return to Corridor Scene. This is otherwise known as
“giving up,” and achieves nothing but the scorn and con-
tempt of your friends and family. Needless to say, you are
awarded no points for an aborted mission.

End Mission: This takes you immediately to the end of the mission,
whether or not you have attained the objective. Its
primary use is for eliminating the tedium of a return-to-
carrier trip and the anxiety of a carrier landing. The
mission is over; you go immediately to Debriefing and get
your scores (minus any score for not making a landing).

Return: Return to the operation without change.
Exit: This exits the game into DOS. No score is recorded.
Photograph: This allows you to take a photograph of what is on the

screen at the moment you choose the option. This comes
in handy for later reference during Debriefing.

Video: This turns on the “videotape camera” to record action
sequences during a game.

74 FLIGHT cor tue ¢

LEVEL Menu

Use the Level menu to choose the level of difficulty of the simulation, from
Lieutenant j.g. (the easiest) to Captain (the most difficult). When you first
start the simulation, the rank is set to Lieutenant j.g. You can select the
more difficult levels as you become more proficient. You earn more points
for completing a mission at a higher level of difficulty. See the OPTIONS
Menu for more information about ranks and levels of difficulty.

Lieutenant j.g.

Lieutenant

Lt. Commander

Commander

Captain

CONTROL Menu

Use the control menu to select or change input device, select sound options
and control the detail of the simulation visuals.
Input Device

Selecting one of the following three input devices places a checkmark next
to that option:

| INTRUDER

Keyboard: This is the default unless you have a mouse or joystick
installed. It allows you to operate the plane entirely from
your keyboard.

Joystick: This allows you to operate the actual piloting and fighting

of the plane with a joystick, though you will still have to
use the keyboard for several functions. Follow the
directions on the screen to calibrate your joystick.

Mouse: Like the joystick, this allows you to fly and fight the plane
with a mouse but leaves several functions to be done on
the keyboard. Follow the directions on the screen to
calibrate your mouse.

Recalibrate: Allows you to recalibrate the sensitivity of your mouse or
joystick.

Sound Options

All Sound Off: Turns all the sound in the game off. Ideal for playing at
work or when the rest of the family is sleeping.

Engines Off: Turns off the sound of the engines, thus relieving a major
source of irritation (for real pilots as well as players), and
leaving on all the important sounds such as guns and
rockets firing.

All Sound On: For those who have to hear the sound of the engines as
well as all the rest of the sound. Not recommended for
households where anyone at all has sensitive hearing.

MENUS 75

Scale Control

Large Scale: Choosing this option makes all the objects in the game
four times as big as they normally would be in relation to
the land and sea. This is a benefit because it makes
spotting things easier.

Detail of Simulation Visuals

Minimum Detail, These options control the detail of the simulation.

Low Detail, The more detail chosen, the better the detail of the
Medium Detail, visuals, but the slower the game moves because
High Detail, of the extra time necessary for the computer to

Maximum Detail: draw detailed pictures.

Weather

Bad Weather: Putting a check mark next to this options means that you
will be fighting (or perhaps enjoying) bad weather through-
out the mission. Some missions are set to Bad Weather
as a default. The main effect of bad weather is that it
grounds the MiGs. You still have to worry about SAMs
and pattern-fired AAA.

OPTIONS Menu

This menu sets your game preferences. For example, you can choose to limit
the armaments you have available, to equip your aircraft with Super Engines,
or to make mid-air collisions possible. By manipulating both Level and
Options, you can achieve a wide range of difficulty levels (however, see Note
below). For example, you can choose to go up against an aggressive enemy,
but retain the advantage of super engines to give you that extra edge.

Choosing dn option places a checkmark next to it in the menu, so you can
tell the state of an option at a glance. The following choices are available:

Super Engine: Choose Super Engine to make your flying job a little
easier. For example, with Super Engine selected, you can
assume that the ASI needle is directly connected to the
RPM gauge. This is not necessarily the case with Normal
Engine (see below).

Normal Engine: Choose Normal Engine if you want to make your life a
little more difficult. Normal Engine is closer to real-life.

Limited Arms: Choose Limited Arms to limit the armaments and ammu-
nition you have available during a mission. This is the
more difficult setting and closer to a real-life simulation.
Choosing this option a second time toggles it off, giving
you an easier game with unlimited arms.

76 FLIGHT INTRUDER

Limited Chaff & Choose Limited Chaff and Flares to limit the chaff and

Flares: flares you have available during a mission. This is the
more difficult setting and closer to a real-life simulation.
Choose this option a second time to toggle it off.

Collisions: If Collisions is turned ON, the piloted aircraft will be
destroyed if it collides with another object (eg. another
aircraft, missile, house, carrier, bridge). If Collisions is
turned OFF, then the piloted aircraft can fly through
anything without being damaged. Collisions ON is the
more difficult setting and closer to a real-life simulation.
Choosing this option a second time toggles it off.

Ground Crashes: |f Ground Crashes is set to ON, then the piloted aircraft
will be destroyed if it hits the ground too heavily (during a
heavy landing, for example). If Ground Crashes is turned
OFF, then a heavy landing will not result in the destruc-
tion of the aircraft. You can tum Ground Crashes OFF by
selecting it a second time.

Red/Black Out: If Red/Black Out is ON, the possibility exists for pilot
blackout or redout under circumstances of excessive g
forces during flight. Positive g forces, usually the result of
sharp and climbing high-speed turns, can cram the pilot
into his seat and push his blood supply downward.
Forces in excess of 8 g’s create a risk of pilot blackout,
characterized in this simulation by a screen fade-out.
Negative g forces, which tend to “pull” the pilot from his
seat during a sustained high-speed dive, are equally
dangerous. Forces in excess of -2.5 g’s can result in pilot
redout, characterized by the screen turning progressively
black. If either situation should occur in the game, you
can recover from it by reversing or stopping the current
action. Turning Red/Black Out OFF avoids this altogether.

Enemy Activity: | Choose from Low, Medium and High Enemy Activity.
These determine whether the enemy’s MiGs carry arma-
ments, as well as the effectiveness of their flares and
their SAM and AAA missiles. The following table summa-
rizes the relationship between the Enemy Activity settings
and the effectiveness of the enemy’s ordnance.

MiGs Flares SAM & AAA
No Guns Ineffective Ineffective
No Missiles

Guns Partially Partially
No Missiles _ Effective Effective

Guns Fully Fully
Missiles Effective Effective

Targets:

Fuel:

a7

You can choose from Easy, Medium and Hard. This deter-
mines how close the bomb has to be to the target to
register a hit. With Easy Target selected, you score a hit
when the bomb falls within an area four times the size of
the shape of the target. Medium Target scores a hit if the
bomb falls within an area two times the size of the
shape. Hard Targets must be hit on the target itself.

Unlimited Fuel: There is no fuel consumption by the
plane. You can stay in the air as long as someone
doesn’t shoot you down.

Half Fuel: Your plane consumes fuel at half its nomal
rate, giving you much more air time.

Full Fuel: This is the regular rate of fuel consumption. You
have to manage your fuel just like a real pilot does.

Indexing Preferences to Rank

The above preferences allow you to tailor the game to your require-
ments. Your selected rank provides a broad customization. For example,
if your selected rank is Captain, the preset options are set for the
maximum reality. You can alter them all to “easy,” but this gains you
nothing, as your score depends on the options selected, not your rank.

The following table shows the relationship between rank and the availa-
bility of the “easy” options. The letters in the body of the table refer to
the state of the option (Yes/No, Low/Medium/High, or Easy/Medium/
Hard); the numbers refer to the multiplier to the base score you receive
for taking the harder options.

Super Engine
Limited Arms
Limited Chaff/
Flares
Collisions
Ground Crashes
Red/Blackout
Enemy Activity
Targets
Limited Fuel

Totals

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Some operations default to being restricted by Rules of
Engagement. Some do not. This option can be used to
change the default for each mission.

78 FLIGHT OF THE Ea

COMMS Menu

Use the Comms menu to fight the game head-to-head with another player to
join another player on the same mission, using a cable or modem hookup.

Consult the Personnel/Communications Manual for detailed instructions for
setting up two person play for Flight of the Intruder.

INTRUDER

Single Player: This is the default. It means you are playing against the
machine alone.
U.S. Host: This is the default when you are playing with or against

another player. The player with the fastest machine
(which will be doing most of the work) should select this
line. The host machine is always flying a U.S. plane.

Terminal: The player with the slower machine should select this
option. When he makes this selection, he will be pre-
sented with the U.S. Host’s callsign. Using [+] and [+] the
Terminal player can cycle through all the American call-
signs and pick a section to lead on the same mission.
You should divide up the planes in the mission ahead of
time, so that one of you does not jump to a plane con-
trolled by the other player!

If you do not choose an American callsign, you can cycle
through Bandit 1, Bandit 2, etc. and pick a North Viet-
namese plane to fly. From the outside your plane will look
like a MiG, though, of course, the cockpit and handling
characteristics will be those of an F-4 Phantom.

AIRCRAFT SPECIFICATIONS 79

AIRCRAFT SPECIFICATIONS

The A-6 Intruder

The A-1 SkyRaider and A-4

SkyHawk were very successful

attack aircraft, but even before it

had to deal with the storm-

tossed seas and cloudy skies of

Vietnam, the United States Navy realized

that it needed a heavy carrier-based bomber that would carry a bigger bomb
load and be able to make blind passes at a target in any weather and at any
time.

The Grumman A-6
Intruder first flew in
April 1960. The
airframe was so
successful that it
was adapted to the
KA-6D aerial tanker and

the EA-6B Prowler electronic warfare plane.
Initially, the electronics suite of the Intruder was too fragile for its mission.
The plane spent most of its time in maintenance. However, the then new
science of microelectronics in the 1960s led to a complete replacement of
its original avionics into a much smaller and more efficient setup capable of
sustained missions.

The A-6A was the first operational version of the Intruder. It was followed by
the A-6B (a Shrike-carrying SAM suppression craft) and A-6C (specially con-
figured to interdict the Ho Chi Minh trail) as well as the aforementioned
tanker. In this simulation you fly the A-6A, which was replaced in service by
the A-6E right after Linebacker in 1972. The A-6E is still in operation with
and being built for the United States Navy
and Marine Corps, though its replacement,
the A-GE TRAM is steadily replacing it.
Current versions can carry
the Harpoon anti-ship
missile.

The Intruder is just barely
subsonic; its builders
concentrated on a plane
capable of flying low and
and bombing accurately.

They got it.

80 FLIGHT : | INTRUDER

F-4. Phantom Il

The F-4 Phantom was a long-

ranged fighter capable of bursts of

speed over Mach 2. Though not an
agile aircraft, in the hands of a
good pilot it could, and did, give a good account of itself against the far more
agile MiGs employed by the North Vietnamese. It was used by both the U.S.
Air Force and the U.S. Navy in the Vietnamese war. The basic Navy fighter
was the F-4B and then the F-4J. The basic Air Force fighter was the F-4C and
the F-4D, and later the gun-armed F-4E.

The Phantom you fly in this
simulation is basically a
version F-4B or F-4J.
This is the
Navy F-4
available
during the
Linebacker
campaign. However, there are some modifications

similar to those for the Air Force F-4E, also present during Linebacker. For
instance, an M61 20mm cannon and self-aiming Paveway smart bombs
have been fitted.

One interesting difference between the
Navy and Air Force versions of the F-4 is
that the Radar Intercept Officer (RIO),

[the Alr Force designation is Weapon
Systems Officer (WSO or WIZZO)]
also called the GIB

(Guy In Back), in
the Navy plane was
a dedicated radar
watcher and
weapon shooter. In the

Air Force, the GIB had a stick and

could fly the plane in a pinch. The Navy
jets had a hole in the deck where the
stick was in the Air Force plane.

The Phantoms had a long career as the
principal fighter of the U.S. Navy, though they have now been phased out in
favor of the F-15 Tomcat and F/A-18 Hornet. Some Marine reconnaissance
units still use the RF-4B recce fighter, but most of these have been retired.
There are still many Phantoms in use by various foreign air forces.

AIRCRAFT SPECIFICATIONS 81

MiG-21

The MiG-21 was originally developed as an
interceptor to meet the threat of the
American B-47 and B-52. It was

the first Soviet Mach 2 fighter.

The first of the Soviet fighters to
use a delta wing instead of the
swept wing of the MiG-17 and 19, it
was a durable fighter that is still
used in various configurations in many airforces today.

The design requirements called for a small fighter (actually smaller than the
MiG-19), and this caused a reduction in endurance as the plane just had no
room for large internal fuel tanks. The first operational design, the MiG-21F,
was found to be deficient in radar efficiency. To accomodate a larger radar

system, the designers had to relinquish the initially-required aircraft cannon.

The MiG-21PF was sent to North Vietnam and met its first real operational
test. They rapidly discovered that it suffered from a deficiency in

armament. The radar made little
difference.

Its total offensive : : eo) of £
weaponry consisted of — :
four air-to-air missiles OEE es
of dubious utility. Once

they were fired, the plane was useless. In many ways, the MiG-17, despite
its relative antiquity, was more successful in its basic mission of stopping
bomber raids because it had greater endurance and
packed a couple of rapid-fire cannon.

Almost immediately, the Soviets began a remake of the
MiG-21 which was designated the MiG-21PFMA. The major
additions were two extra pylons that could carry missiles
or extra fuel tanks (thus increasing either firepower or
endurance), and an internal gun, a 23mm two-barrelled
weapon that takes up an amazingly small amount of
space. Unfortunately, its lack of barrel length seemed
to reduce its range and accuracy. The additional
missile carrying capacity and gun increased the
MiG-21's kill ratio, but not by a significant
amount. This was the fighter used in North
Vietnam (along with its retrofitted relatives) from
1968 through the rest of the war.

82 FLIGHT

MiG-19

The MiG-19 was developed to
provide a truly super-
sonic fighter for the
Soviet air force. It
became the first such
fighter in the world.

It was equipped with missiles and a limited-performance radar and was
among the last fighters given to the People’s Republic of China before their
split with the Soviet Union in 1960. The Chinese reverse-engineered the
fighter into their highly successful Shenyang J-6, which they have imported in
one form or another all over the world.

The MiG-19 in North Vietnam was no more maneuverable than its predeces-
sor and its radar gave it away, so it was little improvement over the MiG-17
in the air against the American forces.

AIRCRAFT SPECIFICATIONS 83

MiG-17

Production of the MiG-17 was
authorized in mid-1951. It
was a modification of the
MiG-15 that gave many
United Nations pilots fits
in Korea. By 1960 it was considered obsolete and was being replaced in the
Soviet air force by the MiG-19, but it still proved a
dangerous adversary in Vietnam ten years later. Part
of its danger to
opposing
aircraft was in
its obsoles-
cence. Its
minimal radar
(completely
missing in many of the North Vietnam fighters) meant that it did not show up
on RWR, and its maneuverability let it turn inside of any American fighter in
the sky. Since all it had to do was force
American bombers to abort their bombing
missions, its very presence was sometimes
enough to complete its primary mission,
which means it was very successful in its
task.

The MiG-17 also has the distinc-
tion of being the first missile-
ee armed Russian fighter. This was
<=T1_Ya_\_» the favorite aircraft of the notori-
|} SSI ZY ous “Colonel Toon,” who was
credited with shooting down 13
American planes.

SUMMARY COMPARISONS
Intruder Phantom MiG-21 MiG-1 MiG-17
Max Speed (mph) 644 1,500 1,385 902 710

Max Ceiling (feet) 42,400 55,000 60,000 58,725 52,500
Full Weight (Ib) 60,400 58,000 20,725 19,180 14,440
Max Ordnance (Ib) 18,000 16,000 3,307 2,200 1,650

84 FLIGHT
COCKPITS

The following is a description of the instruments found in the Intruder and
the Phantom. As you might expect, the two aircraft have many instruments in
common. In particular, you will find that the important flight instruments are
arranged in the traditional “T” on both aircraft. This makes it easier to
change from one aircraft type to the other. Nonetheless, you should be
aware that there are important differences between the two aircraft types,
and it’s a good idea to take the time to familiarize yourself with them.

In real life, both the Intruder and the Phantom rely on a crew of two. In the
Intruder the crew sit side by side, while in the Phantom the RIO sits behind
the pilot. In one of our few departures from reality, we have designed this
simulation so that the aircraft can be flown by one person. We have
attempted to do this while still maintaining as realistic a cockpit as possible.

INTRUDER

Intruder: As the pilot you sit on the left side of the cockpit. On your front
view you can see the flight instrumentation. On your left 45 degree view, you
look over the side of the aircraft. On your right 45 degree view, you look into
the B/N’s side of the cockpit at the stores and warning lights.

COCKPITS 85

Phantom: The front view displays the flight instrumentation. Both the left
and right 45 degree views can be used to look over the side of the aircraft.
Stores and warning lights are available on a lookdown front view. This
arrangement reflects the narrow but high front panel fitted onto the Phan-
tom. The look down at the instruments view should be selected only for brief
periods. You should have your head up and looking out of the cockpit 90% of
the time. Your instruments are not trying to kill you, but lots of unfriendly
objects outside the plane are.

86 FLIGHT

Instruments In Common
The following descriptions apply to both the Intruder and the Phantom:

INTRUDER

Attitude Director Indicator (ADI) The ADI (sometimes
called the “level ball”) helps register your plane’s
position relative to the horizon as it rolls and pitches in
any direction. The ADI is of vital importance in a dive
because you use it to get your dive angle. Remember
for manual dive bombing everything must be right: dive
angle, speed and height. See table below.

Compass The compass shows your aircraft magnetic
directional heading. For the purposes of this simula-
tion, you can assume the compass has no problems
with deviation and variation.

Altimeter The altimeter’s small needle rotates 360
degrees for every 1,000 foot change in altitude. The
large needle rotates 360 degrees for every 100 foot
change in altitude. The digits display the altitude in
1,000’s of feet.

Airspeed Indicator (ASI) The ASI consists of a dial
calibrated in knots TAS (see Glossary). The zero
position is at 12 o’clock. One revolution represents
1,200 KTS on the F-4 and 600 KTS on the A-6.

Vertical Velocity Indicator (VVI) This dial measures
climb and descent rate in 1,000s of feet per minute.
The zero position is at 9 o'clock. Climb is represented
by a clockwise movement of the needle. Three o’clock
represents 6,000 ft/min.

Angle of Attack Indicator (AOA) Measures angle of
attack in degrees. The zero position is at 9 o’clock, 30
degrees at 12 o'clock. Increased AOA is represented
by an counter-clockwise movement.

Fuel When the tank is full (16,000 Ib. of fuel) the
needle points to 6 o’clock. The needle moves counter-
clockwise as fuel is depleted, to the zero position at 9
o'clock.

Clock Standard analog 24 hour display (“military
time”).

COCKPITS 87

Tachometer Measures the engine RPMs in percent-
ages of the maximum: 0% at 12 o'clock and 100% at 9
o’clock.

Threat Indicator and Panel
The Threat Indicator Panel lets you know about enemy activity through

warning lights.

ae ° Empty diamond Friendly Aircraft
Filled Diamond MiG
Filled Red Box Missile Radar
Empty Red Box AAA radar
Grey Hat Ship

Missile Light flashing SAM site engaging
Missile Light constant SAM on the way

AAA AAA radar detected

|-Band MiG radar detected

GCI NV Intercept Station
detected

Angle of Attack (AOA) Indexer The AOA Indexer is
used primarily to assist in landing the plane. As the
following illustration shows, the plane needs to ap-
proach the runway at the right angle and speed when
landing.

If the top light is on, it means that the approach is too
slow. If the bottom light is on, it means that the
approach is too fast. The middle light on means that
the approach is ideal.

FLIGHT orm = INTRUDER

Aircraft Landing System (ACLS) Indicator The ACLS
Indicator assists you when making an instrument
landing (called “following the needle”). The ACLS has
two principal components: the Glide Slope Deviation
(GSD) scale, and the Localizer Deviation (LD) scale.

The GSD scale indicates the extent to which you are
above or below the “landing beam” (an imaginary beam
projected from the flight deck) The higher you are above
the beam, the lower the GSD scale. The scale is centered
when the landing approach is correct.

The LD scale indicates the extent to which you are to the
left or right of the runway. If you are left of the flight deck,
the LD scale will be to the right of center, and vice versa.
The scale is centered when the landing approach is
correct.

Note that you need to control two additional parameters
for a perfect landing: Angle of Attack and Heading. These
are discussed above.

Sensitivity Indicator Indicates the degree of sensitivity
of your aircraft to turning, diving and climbing. Sensitiv-
ity varies from a low of 0 to a high of 3. At setting of 1,
the plane is less sensitive to directional changes, and
is easier to control. At a setting of 3, the turn, dive and
climb characteristics of the simulation is virtually iden-
tical to those of actual aircraft. (The most realistic
setting is a sensitivity of 3 while flying at the rank of
Captain). The default sensitivity is 2.

COCKPITS 89

Chaff and Flare Indicators Chaff are packages of tiny
foil strips designed to confuse radar-guided missiles.
The Chaff Indicator shows how much chaff you have
remaining on your plane. Each plane starts off with 50
packages of chaff. You can turn Limited Chaff off (see
Options menu, above) for an easier game.

Flares are designed to confuse heat-seeking missiles
by providing extraneous sources of heat for them to
follow. The Flare Indicator shows how many flares you
have remaining on the plane. Each plane starts off with
50 flares. You can turn Limited Flares off (see Options
menu, above) for an easier game.

Lights — Phantom
In most cases, the lights shown below indicate that the particular system is
in operation.

Automatic Pilot Light ia eee n ean naeesune naan er sa aniinn ss, Ghia nnbiesnaeseenenenannien
Stall Warning ge
Flaps
Air Brakes

Landing Gear
Hook Down

Fire Master Caution ECM

Wanming Lights — Intruder Only

Warning Light Panel
A highlighted word in one of these panels indicates something is wrong.

Flaps

. Stores
. Brakes

ECM

5. Radar
6. DIANE
7.
8
9

Engine Port

. Engine Strbd
. Fuel Leak

10. Low Fuel

11. Nav
12. Oxy Low

FLIGHT = INTRUDER

The wing flaps have been damaged and are frozen in
their present state. For example, if they were up when
the damage occurred, they stay up. Because flaps help
curb excessive speed, the plane may be much harder to
land. On the other hand, if the flaps were down when they
were damaged, they stay down. This hampers the plane’s
maneuverability and prevents it from reaching top speed.
To attain a needed speed takes more thrust, and there-
fore uses more fuel.

Weapons cannot be released from external stores.

The Brakes light indicates a failure in the airbrake
system. If the airbrakes were open when the damage
occurred, they stay open. This is similar to Flaps damage
(see above) and seriously threatens your planes maneu-
verability, forcing it to fly at reduced airspeed. If the air-
brakes were closed when the damage occurred, they stay
closed, making the plane harder to land in some situ-
ations.

The threat indicator is out and ECM (Electronic Counter-
Measures) is unavailable. You will have to rely on visual
sightings and messages from friendly forces.

The radar display is inoperable.

The DIANE display is inoperable.

Partial or complete loss of power in the port engine.
Partial or complete loss of power in the starboard engine.

You will have to judge how serious this is. Do you have to
turn back immediately?

When this light comes on, you have a full scale emer-
gency. You need first clearance onto a green deck.

The map display is not functioning.

Indicates a drop in cabin pressure, usually caused by a
bullet hole. Don’t fly above 27,000 feet or you will black
out, even when flying straight and level.

5 OF THE

Phantom Only
Waming Light panel Refer to the Warning Light Panel diagram for the

if

Intruder, above. The Phantom F-4 panel is identical
to that of the Intruder except for the Afterburner
light in place of the DIANE light. The Afterburner
light comes on when you can no longer select the
afterburner.

COCKPITS 91

The following displays are unique to the Phantom
Optical sight
When shooting
guns or rockets,
fill this circle with
the target and
pull the trigger.

Pull Up Light
This is a warning
light that tells you
when you are
about to hit the
ground.

Multiple Weap-
ons Control
Panel

This shows you
what weapons
you are currently
using.

Rounds remaining
This shows how many rounds you have left to fire from your gun.

THE PHANTOM RADAR SCREEN

The F-4 in this simulation
has a radar screen that
very closely simulates the ; I"[e)-1h40))"

radar used by Phantoms /

over Vietnam.

The radar has two modes,
an air-to-air mode that is
shown to the right and an
air-to-ground mode that is
essentially a green screen
with TV-like images.

In the air-to-air mode, we wath ;
see a sweep line that updates the picture as it passes, a cone that changes
size when a target is within Sparrow range, and a horizon line that lets you
know where you are in relation to the world.

When the radar has locked onto a target, “captain’s bars” show up around
the radar image of the target, as shown in the image here.

92 FLIGHT === or
CARRIER LANDING

Landing on an aircraft carrier is a difficult task at best. It requires alertness
and concentration — just the thing at the end of a trying mission.

Some say it doesn’t matter where the bombs go, but you’d better get the
landing right. Everybody is watching and you get marked.

In this simulation, you get real marks for each manual landing. (There is no

mark for taking the easy way out and using End Mission from the FILE Menu
or the autopilot to land the plane.) If you land the plane manually and go to

the Debriefing screen, you get one of three marks:

Green OK Speed and orientation good on touchdown
Black No comment Speed and orientation not dangerous
Red Dangerous _— Hook or gear up on touchdown

If you are having a bad day or if your aircraft is damaged, call for the net
((Shift](H] for Help). This is a barrier erected over the wires to stop an aircraft
which cannot hook an arrestor wire.

If you go for the net, you do not get a landing mark.

Instrumentation to Help with Landing

Meatball This is a column on the port (left) side of the carrier
with two fixed horizontal green lights and one movable
vertical yellow light. If the yellow light is in line with the
green lights, then you are on the glide slope and you
are descending at the required pitch of 3°.

If the yellow light is above the green ones, then you are
above the glide slope.

If the yellow light is below the green ones, then you are
below the glide slope.

CARRIER LANDING 93

Indexer This is a column on the left of the aircraft optical
sight. There are three lights: a downward arrow at the
top, a circle in the middle, and an upward arrow at the
bottom. The circle is illuminated if your approach
speed is correct.

F-4 156 kts
A-6 118 kts

i If the top light is illuminated, then you are going too
slow. If both the top and center lights are on, then your
; approach speed is a little too slow. This means that
‘your angle of attack (closely related to speed) is out by
half a unit.

: The bottom light indicates that speed is too high.

Digital Readout On the top left of the radar, the following readings are
available:

Speed in knots
Vertical speed in feet/min
Pitch of flight path in degrees

On the top right of the radar screen, the following
readings are available:

Bearing to next waypoint in degrees and range to way-
point in nautical miles. The range is rounded down,
and when the figure goes from two to one, you know
that the range has just dropped below two miles.

f On autopilot the waypoints are automatically updated.
Mweeee On manual whenever you pass a waypoint, select the
next one using the [;] key.

Practice Landings

Select CAG Briefing and load the target TESTLAND. This is a shortened

mission which takes you away from the carrier and then brings you back to

do the required circuit before automatically landing.

e First, play this mission through on automatic to see the circuit. Put the
aircraft on accelerated mode until it is heading back towards the carrier.
(You should see the carrier at about 8 miles.) The aircraft will fly over the
carrier, drop the landing gear and break left.

e A course of 270 is then achieved, and the carrier should be seen on the
left.

e When the starboard escort frigate is just still visible in the left side view,
the flaps are lowered and the aircraft turns again toward the carrier.

e When the aircraft has lined up the approach, the hook is lowered.

94 FLIGHT INTRUDER

During the final approach on automatic, note the ACLS, the meatball, etc.

e Stay in the outside view ({F5_}) for the landing and you should see the
arrestor wire engage.

e Now try a manual landing. You can turn to manual at any part of a circuit.
Initially, it is a good idea to just practice the final approach.

e You will need a combination of stick and RPM adjustments to:

Keep the meatball’s lights in line.

Keep the ACLS lines centered into a perfect cross.
Keep the speed correct (118 for A-6 and 154 for F-4).
Keep the pitch correct.

If the meatball lights are in line and your pitch is 3° (as shown on the AOA
Indexer or the radar screen), then you are in good shape.

Some Useful Data

In the A-6 the landing speed is 118 kts. The carrier is moving at 40 kts (on a
good day) so the relative speed is 78 kts.

To achieve 118 kts, power down to 80% RPM and use airbrakes. When the
desired speed is obtained, put the RPM back up to 88%. On the RPM dial,
80% is at the 6 o'clock position.

The VSI (Vertical Speed Indicator) should be 650 ft/min. From this data we
can produce the following table:

Miles Out Desired Height

1 575 feet
2 1075 feet

e 3 1575 feet
va —— etc.

FLYING AND FIGHTING 95

FLYING AND FIGHTING

Strike Mission Tactics

Intruder Missions

The Intruder is an all-weather low-level bomber, so most of its deployment
was in system drops at night and/or in filthy weather. Many of its drops were
at low level (500 ft) at about 500 kts and consisted entirely of following the
DIANE steering instructions.

There would usually just be a section of one or two aircraft with no covering
fighters (who couldn’t operate well in those conditions, anyway). These were
not flown to Hanoi or the Haiphong docks but usually to Vinh or some
isolated target.

If the target could actually be acquired visually, the Intruders would dive
bomb in pairs.

Alpha Strike

If an Alpha Strike is called, all flyable aircraft on the carrier go to divide the
enemy’s fire power. These are usually day strikes, and everything is dropped
in 60 seconds. All attackers dive bomb: the lead rolls, then everybody
follows at two-second intervals so everybody is slightly offset.

Dive Bombing

The secret of dive bombing success is all in where you put the cross hairs
or, in the case of the Phantom, the gun circle.

On the Intruder, the center is 1*/2 mils diameter. The lines are 1¥2 mils wide.
A mil is 1 foot in 1,000 feet. So, as a rule of thumb on a 45 degree dive at
6,000 feet, you can see a ten foot diameter circle on the ground. Using this
technique, you should be able to get a bomb close enough to almost any
target.

Stephen Coonts’ Technique:

Roll out at 15,000 feet.

40 degree dive — look at gyro.

Pickle at 6,000 feet — 500 KTS.

The aircraft datum line (ADL) indicates direction of travel. There is no

instrument to show it. Optical displacement for the bomb sight would be
115 mils from the ADL.

Coming out of roll, wings level, point at the target with the ADL. Make
correction for wind — no jinking from now on. Need 1g flight on release.
Cross hairs track towards the target. Cross hairs on target on release —
except for wind correction.

96 FLIGHT INTRUDER

OFFICER TRAINING FOR MODERN JET AIRCRAFT

This is a section on how to fly your jets and, most important, maneuver them
in air combat. But first, let’s deal with some of the basics of jet flying.

The Nature of G Forces

The key to a jet being a good Air Combat Maneuvering (ACM) aircraft is in its
ability to “pull g’s” (also known as “turn g’s”). G’s represent the force of
gravity that is being applied to the plane and its pilot and is commonly called
“centrifugal force.” G’s dictate how fast and how tight a plane can turn at
any given speed. All other things being equal, the plane that can turn the
fastest usually wins the battle.

The effects of g forces on aircraft and pilots must be understood by anyone
entering the air combat arena. Strictly speaking, a force of 1g is equal to the
force exerted by gravity on a body “at rest.” When a jet is flying straight and
level, the lift generated by the plane’s wings offsets its weight, to the point
that both plane and pilot are experiencing a gravity force equal to 1g. This is
equivalent to what you might feel while walking along a level street. Since
increasing units of g forces are used to indicate the increasing force to
which a body is subjected when accelerated, a higher “positive” number of
g's represents a higher force of gravity. Decreasing positive numbers (even
to the point of being negative) signify a decreasing force of gravity. Whenever
you pull your nose into a turn or a climb (by pulling back on the stick or
increasing your bank angle), you’ll pull an increasing amount of positive g’s.
You've probably seen the centrifuge used in astronaut training that tests a
person’s ability to withstand centrifugal force. Whirling a person around in a
circle at increasing speeds is very similar to what a pilot feels in a banking
turn, and many of these turns are performed almost instantly. You begin to
appreciate not only the pilot’s ability to withstand the force, but the plane’s
ability as well. Pushing the stick forward results in pulling less or even
negative g’s, since you’re not opposing the force of gravity anymore per se.

Positive g’s push a pilot into the seat. At 7g’s, your body experiences 7
times the normal gravitational force. This means that your 25 pound head
weighs 175 pounds! At forces greater than 9g’s, there is so much pressure
that the blood stops flowing in your head, causing you to black out. A black-
out results in a loss of vision or passing out completely.

On the other hand, negative g’s cause the blood to be forced into your head.
Your body and plane can tolerate many more positive g’s than negative g’s.
Excessive negative g’s (greater than -3) cause the blood vessels in your eyes
to rupture. This is commonly referred to as a redout, which is just as
dangerous as a blackout.

The typical fighter of the Vietnam era could only tolerate a maximum of 7¢’s.
Even in 1985, an F-15 pilot pulled his plane into a high g climb with a full
load of missiles and external tanks, which caused his plane to go out of
control and disintegrate. You should take special note of this, especially if
you’re carrying any external stores.

FLYING AND FIGHTING 97

How to Pull G’s

Pulling and pushing on your stick controls turn radius and g forces. Banking
your plane at steeper angles results in an increase in g forces and a
decrease in turning radius. Pulling back on your stick will add additional g’s.
Pushing forward will subtract g’s. Turns with excessive g’s (more g's than
are required to maintain an angle of bank) pull the plane into a higher angle
of climb. Turns made with less than the required g’s cause the plane to
drop.

The Flight Performance Envelope

The ability to pull g’s is dependent upon a plane’s flight performance
envelope. Simply put, this is a measure of how many g’s the plane can pull
going at what speed and what altitude. In general, the faster a plane is
going, the higher he has to be to pull a high-g turn. However, the plane also
needs atmospheric density for its control surfaces to “bite” into, so after a
certain height (different for each plane), you simply cannot turn it tight
enough to pull high g’s. Flying beyond the envelope (chasing too many
demons too far) can result in a stall or total loss of control of your plane.

Pulling Out of a Stall

Learning how to pull yourself out of a stall can be a lifesaving matter. Flying
beyond your plane’s performance envelope can result in a stall. If you’re
flying too fast and trying to pull too many g’s, all you have to do is relax off
the stick.

Stalling because you’ve lost too much airspeed is a Pads eee
completely different matter. You can convert altitude 4 we
into energy (airspeed) by going into a dive until

you’ve built up enough airspeed and control before )
pulling out. Pulling out too soon or too hard can

result in another stall. aan

Keep Your Energy High

A common mistake made by rookies is flying their aircraft either too slow or
too fast.

Those flying their planes too slow are under the false assumption that
slower speeds result in tighter turns and advantage during high-g ACM
environments. Pulling high g’s bleeds off (reduces) airspeed. Flying too slow
results in lower g capabilities. Pulling g’s can force your airspeed to fall
below the stall rate, resulting in an uncontrollable dive. Remember, speed is
energy, and energy helps you get in and out of combat. Running out of
airspeed (energy) is no fun in the heat of battle.

On the other hand, rookies have been known to carry this too far and
attempt to dogfight travelling at Mach 2 (over 1,000 knots per hour). Trying
to maneuver at Mach 2 is like trying to control a rocket that has gone
ballistic.

98 FLIGHT or = INTRUDER

As with everything else in the world, there is a happy medium. Most dog-
fights occur between 500 and 700 knots. This is the optimum speed for high
g maneuvers as well as maintaining a high energy state.

When you maneuver sharply in the upper ranks of the program, expect to
bleed off airspeed in the process. If you don’t want this to happen, increase
your RPMs to 100% or kick in the afterburner to minimize the effect as much
as possible.

Avoiding Negative G’s

You are capable of pulling up to SS
3 negative g’s, though you'll 2G DIVE
start to redout if you exceed ee de
2.5 g’s. To pull negative g's, ‘\

push your stick all the way Aa ANE

forward.

Inexperienced pilots will initiate
a dive by pulling negative g’s. A
better approach is to roll your
plane upside down and pull
positive g’s toward the ground.
Using this technique, you’ll use
gravity to go into a faster dive.

And So To Fight

And now that you know the basics of combat piloting, let’s go on to some of
the basics of plane-to-plane combat.

FLYING AND FIGHTING 99

AIR COMBAT MANEUVERS

Fighter pilots have to rove in the area allotted to them in any way they
like, and when they spot an enemy they attack and shoot them
down...anything else is rubbish.

BARON VON RICHTHOFEN

To be successful in the fighter business the air crew must, first and
foremost, have a thorough background in fighter tactics. They must
acquire an excellent knowledge of all their equipment. Then they
must approach the problem with a spirit of aggression and with utter
confidence.

LT. R.S. LORD
ROYAL NAVY

We agree with the Red Baron that a good pilot is more important than any
plane. Although if he had lived to see the agility of modern-day jet fighters,
he might have changed his tune about the simplicity of air combat. Being
aggressive isn’t the only prerequisite to success in dogfight battle today.
Rather, the pilot must be well trained in air combat maneuvers and apply an
aggressive behavior to the fighting situation in light of his particular fighter’s
capabilities.

For example, a plane’s ability to pull 7-9 g’s in a matter of three seconds
enables it to turn in an incredibly tight arc. However, as you will learn, that
same capability will cause most pilots to blackout in the process. You must
remember that the pilot and plane are working together, and following any
series of maneuvers requires you to know exactly what your plane can do
and work in harmony with it.

The maneuvers that we will be discussing are standard ones employed by
fighter pilots throughout the world.

Engage

This is a basic offensive maneuver, where the
MiG will try to do anything in order to move in on
your “six” for the kill.

100 __ FLIGHT INTRUDER

Break =

A traditional defensive maneuver. When a plane is
attacked from the rear, it turns hard into the pur-
suer’s line of attack in an attempt to make the
attacker overshoot. Use this maneuver whenever you
get a warning that you have a bandit or SAM “on your

evasive maneuver. In its purest

six.”
— form, you pull into a sharp climb

~ —— Ww and simply come over the top and
REZ continue in the same direction. If

you complete this maneuver, you

may be able to pull in behind the
other plane. Otherwise, since the loop is relatively easy to perform, you can
use it is a decoy while setting up another maneuver to execute immediately
after coming out of the loop.

Vertical Loop
The Vertical Loop is used as an

High G Yo-Yo

The High G Yo-Yo is an offensive maneuver that is a reaction to the “Break.”
Because the attacking plane is unable to hold position with the plane that is
“breaking,” it starts to pull less of a hard turn and moves vertically as well.
During the climb, it rolls in the general direction of the predominant turn, so
it can make an aggressive dive at the breaking plane from what is now a
more favorable position. This
maneuver is an example of
using a vertical move to enable
your plane to change position
in less of a horizontal plane
than a more conventional turn.
If this maneuver is performed
precisely, it can be very effec-
tive because the other “break-
ing” plane will find it hard to
detect your position. Unfor-
tunately, if you combine an
ineffective turn with inade-
quate speed in the climb, the

other plane will have plenty of
time to move away.

FLYING AND FIGHTING 101

Low G Yo-Yo

This maneuver basically takes the opposite approach from the High Speed
Yo-Yo to resolve a stalemate with a “breaking” plane. Rather than go verti-
cal, the attacking plane goes into somewhat of a dive while maintaining as
much of the turn as possible. The attacking plane then pulls up behind the
other plane in a more favorable position. Don’t dive too low or overturn,
because the other plane will probably roll in behind you.

Flip Yo-Yo

This is a slight variation of the Low G Yo-Yo. Rather than do a pure dive and
risk pulling too many negative g’s, roll your plane after initiating the dive.
You'll also be able to pick up speed faster in this move than the more con-
ventional Low G Yo-Yo. Take care to not overshoot the other plane due to
excessive speed buildup.

Scissors

This maneuver results from a successful Break by the plane under attack. As
the attacking plane overshoots its target, the other plane tries to turn the
tables and move in behind the previous attacker. Both planes roll and criss-

ie Be

OF TH

102 FLIGHT INTRUDER

cross the other’s path as each tries to gain the advantage. Your F-4 has an
inherent disadvantage versus a MiG in this maneuver because the MiG has
much better turning characteristics, but a skilled Phantom pilot can succeed
with this maneuver versus Easy Targets (or versus Hard Targets if you are
very skilled). The Scissors can remain in a stalemate for a relatively long
period of time, until one plane takes the initiative and bails out or else
initiates another maneuver.

Variable Scissors

This move is a variation of the Scissors maneuver. Rather than simply
making rolling reversals in a relatively flat trajectory, both fighters also climb
and dive while reversing in and out of each other’s flight path. This maneuver
is very unlikely to end up in a stalemate because of the numerous changes
in position.

Split S

The Split S is a defensive
maneuver that comes as a
result of the attacking plane
moving in too close. The
target plane will roll upside
down and pull into an accel-
erated dive before the at-
tacking plane can react. The

important thing is to do the ye
half-roll before you dive, so

you'll pull positive g’s when Fe

you initiate the dive. You’ll

accelerate better and your body will withstand the stress better (remember
negative g’s?).

nal

ws

Head On

The classic confrontation, where
unless either plane has been
lucky enough to strike the other
on the way in, the advantage is
gained by the plane that can
turn on the tighter arc to over-
take the other. Because it’s
difficult to guess which way your
adversary is going to turn after
passing you, most pilots get
used to looking over their
shoulder to check on the
opponent’s next move, even
while they’re making their own.

FLYING AND FIGHTING 103

Rollaway

This maneuver is similar to the High G Yo-Yo

discussed earlier. The main difference is that

the attacking plane rolls in the opposite

direction of the predominant turn before ah
making its dive to regain the advantage.

Bas mm > Dive Loop
az, The Dive Loop is a

good maneuver to

perform when you are
being trailed by a
pursuer that is still a
relatively long distance

away. As is the case in
some of the other ma-
neuvers, you have a
more efficient turn
ZA because of the vertical

emphasis. Plus, it’s

more difficult for your
pursuer to tell what you’re doing, since there is no movement on the horizon-
tal plane of sight. The key is to do a half-roll (invert) as you initiate the dive,
so as to pull positive g’s, initiate better acceleration, and achieve a tighter
turn radius.

Lag Pursuit

When a plane under attack makes

a Break, the tendency is for the

attacker to overshoot. Sometimes po
though, the attacker is able to mn 3,
maintain its advantage by perform- :
ing the Lag Pursuit, where the

favorable position is held slightly

behind and below the path of the

target plane. Besides being able to

match the target plane’s turn rate, “Se
the attacking plane is able to

prevent overshooting by occasion-
ally pulling g’s in a slight climb to hg
bleed off speed.

104

FLIGHT == orm co [INTRUDER

The Immelmann is a defensive maneuver where the
plane being chased is trying to change direction in
the least amount of horizontal area by rolling in a
vertical climb, rather than using the more conven-
tional turn on a flat plane. A hard vertical climb is
followed by a roll into whatever direction you wish to
go at the top of the climb. Your Phantom is not a
good jet for performing this classic move dating from
the First World War; avoid using it except in the most
exceptional circumstances.

Suicide Prevention
There are a few things you can do if you are determined to commit
suicide in the skies above North Vietnam.

1. Attack a target twice in one mission; once you
have been over a target, the gunners are
ready for you.

. Run away from a missile at full afterburner;
your exhausts make a wonderful target for a

heat-seeking missile.

. Approach a target slow and low; the AAA has
lots of time to track you.

. Try to out-turn a MiG; they turn much tighter
than you do.

. Try to outrun a SAM on the straightaway; they
go much faster in a straight line than you do.

FLYING AND FIGHTING 105

FUEL MANAGEMENT

Fuel management is an important element of this simulation. If you arrive at
a target too early (by flying too fast and using too much fuel), you will have to
leave the scene of the action earlier to get back safely. This might mean
leaving others unprotected or the operation incomplete. On the other hand, if
you have the MiGCAP role and arrive late, you may find that the aircraft you
were supposed to protect has already been shot down.

During the conflict, the fleet that was assigned the job of attacking North
Vietnam was stationed at Yankee Station. There was no precise location for
Yankee Station. Generally speaking, however, it had to be far enough off the
coast to minimize the chance of attack from land-based forces, yet close
enough to allow the attack aircraft to reach their target and return. In this
simulation we have moved Yankee Station so that it is close to the North
Vietnam coastline. This is to minimize the flight time to target.

Fuel management was an important part of mission planning, and it would
weaken the simulation if we ignored that fact. So to counter the fact that
Yankee Station is closer than it should be, we have excluded the option of
refuelling. At first sight this might be considered to be a disadvantage, but
consider how tedious refuelling would be if it had to be done twice every
mission. Nobody likes to stop to fill up with gas!

If the climb requires 2,000 Ib and the minimum trap is 3,000 Ib, there is
enough fuel to cruise for about one hour. Say a round trip of 400 nm. Now
Yankee Station is at 107 degrees, 30 mins E Longitude and 19 degrees 30
mins N Latitude, so there is not enough internal fuel to get to Yen Bai. There
is certainly enough for Thanh Hoa. There is barely enough for Hanoi.

You can start with unlimited fuel on the OPTIONS Menu so that fuel con-
sumption doesn’t bother you while you are thinking of everything else. You
can get a taste for fuel management by selecting half fuel consumption. The
real test is to complete a mission at regular fuel consumption and bring the
bird back in one piece.

106 FLIGHT =sor me c= INTRUDER

USING THE RADIO

Multiple aircraft friendly missions make messages very important.
Messages appear as screen readouts on the top line of the screen.

Messages are an important part of the game. The pilot receives messages
from other aircraft and from his Bombardier/Navigator. You can tell where a
message comes from by its color.

BLUE Chatter from other aircraft and picket ships.

WHITE A message directed to your aircraft.

GREEN A message from your Bomardier/Navigator (BN) or RIO. In
CGA mode this message is colored RED.

An urgent message goes to the top of the queue, but it does not clear the
queue.
Messages are not sent indiscriminately. For instance the sighting of a MiG

is reported to MiGCAP leader. If MiGCAP leader is on auto, then the mes-
sage triggers a response, e.g. engage or send out another section.

Messages have four main purposes:
e To signal position of enemy
e To request assistance

e To warn (eg. SAM or Bandit sighted)
e To give information about progress of operation

Note that each aircraft has a callsign. At the start of a mission, look at all
the aircraft involved using the Outside View and you will see their
callsign. Remember this or make a note, and you’ll have a good idea of who
is calling and how much it applies to you.

SPEED S00 KeOTS HEADING 335 GEG ALTITUDE S95 FT
IEW CALLSIGH
HAYPOTMT PAMGE 2 MILES EERRING 344 DEG

ARMAMENTS 107

ARMAMENT
Radar-Guided Weapons

Many of the weapons available to you are radar-guided in some way. Others
let you use your radar as an assist in locating the target. Unless indicated in
a following weapon description, the radar screens on both aircraft will have a
constant radar readout of five numbers — three on the upper left of the
screen and two on the upper right. In all cases, these numbers mean:

True speed
in knots

Bearing to X

Vertical speed
in feet per
second

Distance to X

Current pitch of aircraft in degrees
(+ or — indicates whether climbing or diving)

X is either your next waypoint or a target if the LOCK light is on.

INTRUDER

108 FLIGHT Sor te
WEAPON SELECTION PANELS

Selecting the weapon you want is done on a Weapon Selection Panel. This is
different for each aircraft.

Intruder Multiple Weapon Selection Panel

The Intruder’s Weapon Selection Panel is positioned on
the right forward 45° view. Press (7).

Weapons On Station: set of 5 numbers. These indicate
the number of weapons on each station.

Master Arm Light: Toggled with [Home]. Must be on before
weapons can be released.

Active Station: By pressing (Backspace), the active station
can be changed. The active station is indicated by
activating the light below the weapons on the station
number.

Direct/DIANE/Dive Toss: This option is toggled using the
on the keypad. It is not available on all weapon
modes because it determines the bombing method.

Single/Ripple: Toggle using the (9} on the keypad. Single
means that one weapon is released on each trigger
press. Ripple means that all weapons on that station
are released at one second intervals on pressing the
trigger. Weapons on the wing stations are released in
pairs to maintain a balanced aircraft. Ripple is not
available on all weapon options.

Description Panel This displays the type of store at the selected station.
Note that mixed store stations are not allowed.

ARMAMENTS 109

Phantom Multiple Weapon Selection Panel

Positioned on the lookdown front view (press (1]). The panel is a variation of
the A-6 panel. Differences account for air-to-air missiles and guns.

The weapons on station and active station
panel (WOSASP) which is similar to the A-6 is
situated at the bottom left of the front panel.
The dive toss/direct lights are to the right,
and above them the rounds remaining in the
gun are displayed. Above the WOSASP we
have the missiles available panel. Lights
indicate the current load of air to air mis-
siles. Above that we have the description
panel and single/ripple lights side by side.
The master arm light comes above the
single/ripple lights. There are two more

instruments/switches:
Active Weapon
To the left of the radar, there is a light panel:
Station:

Radar Sparrow selected.

Heat Sidewinder selected.

Gun Gun selected.

Arm Air-to-Ground weapon selected

AA/AG switch

/ This is the air to air/air to

# ground toggle. Pressing
changes the active
AG station. If [E) is pressed,
then the AA/AG switch is
turned and the first AA weapon
is selected. Pressing

* further changes the active AA

; Station. This station must be
changed using the keyboard.

* The switch is on the screen for
show.

110

FLIGHT

Air-to-Air Weapons

It is assumed that you have selected the weapon type you want to fire. See
the Multiple Weapon Selection Panel above. Remember that the following
only applies to the F-4 Phantom. The A-6 Intruder carries no air-to-air weap-

ons.

AIM-7 Sparrow

Purpose

Selection

Aiming

Notes

The AIM-7 sparrow is a radar-guided anti-aircraft missile for use
at long range only. If you are expected to confirm your target
before firing, you may be too close to use this weapon.

Maximum Range: 14 miles
Minimum Range: 2 miles

Press until AIM7 comes up in the display box, the Radar
light comes on, and the cone circle appears on the radar
screen.

Steer to keep the blip on the radar screen within the circle.
When you get the captain’s bar to appear around the blip, then
you have locked on. Press to release the missile.
Continue to point at the bandit and the missile should lock and
guide. The bandit must be illuminated by the fighter’s radar
(65° cone) the entire time that the missile is flying. Generally
fire in pairs to improve PK. During a Sparrow kill you will have
your head inside the cockpit for much of the time.

The Sparrow was 12 ft long, had an 8 inch diameter and a 3 ft
4 inch fin span. It takes 4 seconds to lock on to a target and
1.5 seconds to release. It can accelerate to more than 1,200
mph in 2.5 seconds. It takes 40 seconds to cross 40 NM.

The Sparrow had a disappointing 10% kill rate in Vietnam. It
was virtually useless below 8,000 ft.

High altitude range:
Head-on Stern
Maximum: 7-8.6 NM 3 NM
Minimum: 2 NM 1 NM

ARMAMENTS 111

AIM-9 Sidewinder

Purpose

Selection

Aiming

Notes

Sidewinders are heat-seeking missiles used in air-to-air combat
with a useful range of about two miles. Although hits have been
recorded at seven mile range, this is not probable since a
strong heat-source is required for tracking.

Press until AIM-9 comes up in the display box, the Heat
light comes on, and the cone circle appears on the radar
screen.

Follow the same general tactics as described for the Sparrow.
However, you are fitted with an early version of the Sidewinder
so you don’t have all-aspect firing capabilty. Maneuver the
aircraft to get on the bandit’s tail. You should get a lock at a
range of two miles. Because you will be close in during a Side-
winder kill, you will probably not want to have your head inside
the cockpit. It is better to rely on the growl. The missile is
guided by an infrared homing device mounted behind the glass
nose of the weapon. When the detector is pointed at a source
of infrared energy, it produces a growling tone into the pilot’s
headset. When you have heard this sound for a second, press
(Spacebar]. Generally fire in pairs to improve PK (probability of
kill).

Because of its infrared homing device, the missile is a fire-
and-forget weapon. You do not need to stay lined up on the
target after firing.

Like the Sparrows, the Sidewinders had a disappointing kill
ratio in Vietnam. Among their problems were an inclination to
lock onto the sun if it was in their way and a penchant for
losing targets against ground heat sources.

For this simulation, you can choose how effective your Side-
winders are with the OPTIONS menu.

Easy Targets Sidewinder is an all-aspect
weapon.

Medium Targets Pilot must point at the bandit’s
rear quarter to get a lock on.

Hard Targets Missile must continue to point
at bandit’s rear to maintain lock.

112

FLIGHT ©

Gun and Rockets

Purpose

Selection

Aiming

Notes

The gun and rockets can be used for air-to-air and air-to-ground
attacks, though the rockets are really meant for air-to-ground
attacks. Rockets are further described under air-to-ground
weapons.

Since the gun is either an A-A or A-G weapon, you can press
either or until Guns comes up in the display
box, the Gun light comes on, and the cone circle disappears on
the radar screen.

Guns should only be selected when the target is in visible
range. Find your target with the threat indicator and any reports
you receive from Red Crown and your wingman. When it is
within 800 yards, you have a chance of hitting it. You will have
no instruments to help you. Just fill the screen with the Bandit
and press (Spacebar}. Unless you are right on top of the bandit,
be sure to aim where you think he will be, not where he is when
you shoot.

The Phantom you are flying is fitted with an M61A71 internally
mounted rotary cannon. This gun, which fires at a rate of 100
rounds/second, was fitted to the Air Force’s F-4E. Navy F-4J’s
carried the M61A‘1 in a gun pod if they carried any gun at all.
However, we felt that if you are playing an air-to-air simulation,
you should have the joy of blasting enemy aircraft with your
gun. Certainly a lot of Navy pilots wished they had one.

If you want the real feel of being a Navy pilot in an F-4J, just
don’t use the gun.

ARMAMENTS 113

Air-to-Ground Weapons

Both aircraft carried the following weapons and could use them in the same

Way.

AGM-45A Shrike

Purpose
Selection

Aiming

Notes

The Shrike homes in on active radar, making it ideal for
attacking AAA and SAM radar targeting and control centers.

Press until AGM 45A comes up in the display box.
On the F-4, the arm light comes on too.

When a light red blip appears on the threat indicator, itis a
ground threat; in addition, the threat displays should have the
missile or AAA light flashing. A click can be heard every time
the number of dots on the threat indicator changes.

Get the blip on the threat indicator to 12 o’clock. The Shrike

will lock after about five seconds. When the LOCK light comes
on use to release the missile. The missile will guide
itself to the target unless the radar station stops transmitting.

Canny Vietnamese AA operators will turn off their radar if they
think a Shrike has been launched at them (this happens at the
“High Enemy Activity” setting on the OPTIONS Menu). A Shrike
will not always destroy a site. It is good practice to follow up,
while the site is quiet, with a Walleye or a ripple of iron bombs.
You can even strafe with guns or rockets.

AGM-78 Standard

Purpose
Selection

Aiming
Notes

The Standard homes in on random radar and continues on its
set flight path when the radar turns off.

Press until AGM 78 comes up in the display box. On
the F-4, the arm light comes on too.

See AGM-45A above.

Canny Vietnamese AA operators who turned off their radars
were very surprised when these smart bombs continued to
glide in on their already-established path. Again, it is always a
good idea to follow up with bombs, guns, or rockets.

| INTRUDER

114 FLIGHT “or me &

AGM-62 Walleye

Purpose The Hughes Walleye is a small laser-guided missile. It can be
relied on to hit its target if it is used correctly, but it is not
particularly big and cannot be relied on to take out a large or
hard target.

Selection Press until Walleye comes up in the display box and
a camera view appears on the radar screen. On the F-4 the arm
light comes on.

Aiming Point the aircraft in the direction of the target. You should see
the target on the radar screen. This is a TV view, as the camera
is located in the nose of the missile.

There are two modes of operation for the Walleye: (1) Fixed
Sight and (2) Variable Sight. Toggle between the two by
pressing (T).

Fixed Sight provides cross hairs on the TV screen that match
wherever the cross hairs on the HUD are placed. The only
exception is that the TV screen cross hair cannot be drawn
above the horizon and so as you climb, the cross hair is
pushed down the screen. This indicates that a shot should not
be made as the solution is unreliable.

Point the aircraft at the target so that the cross hairs overlay
the target. Press (Spacebar). The locked light should come on
and the figures on the screen show the range and bearing to
the target. The cross hair on the screen will now move with the
target. If you are not happy with the lock, press [x] to release
the lock.

Variable Sight gives you HUD and TV cross hairs that do not
match. The TV cross hair is locked to a point on the ground. As
the aircraft moves, the cross hair moves to continue to overlay
the point on the ground. The point the cross hair is locked to
can be changed with the following keys.

Move Up Screen 0)
Move Left
Move Right

Move Down Screen

Using with these keys speeds up the motion.
When the cross hairs overlay the target, switch on the master

arm ({Home}) and press to release the missile.

ARMAMENTS 115

LGB Paveway

Purpose

Selection

Aiming

Notes

The Paveway is a laser-guided bomb (LGB). It consists of a
laser sensor attached to an Mk84. It is very similar to the
Walleye except that it is a bomb, not a missile. It packs a

greater punch but must be released over the target.

Press until Paveway comes up in the display box and
a camera view appears on the radar screen. On the F-4, the
arm light comes on.

The aiming method is virtually identical to that used for the
Walleye. It has the same two methods of aiming. Paveway
packs a much bigger punch than the Walleye, but the Walleye is
easier to aim. This is because the Paveway does not have any
propulsion and therefore can only maneuver in a small enve-
lope. Thus, you must dive more steeply over your target when
using the Paveway. The harder the targets you select on the
Options Menu, the higher the dive angle you must attain before
releasing this weapon.

While the method of shooting the Paveway is identical to the
Walleye for shooting purposes, the actual method of target
designation is different. When Paveway is selected, a friendly
illuminates the target with laser light. The pilot must release
the bomb so that it can pick up the reflected light from the
target. This is called “getting the bomb down the chute” or “in
the basket.”

The need to get a friendly to illuminate, or “paint” the target, is
simulated in the game with the Lock light. If the Lock light is
on, the illuminating plane has done its job and the bomb will
guide. Bombs released without the Lock light act like the
unguided weapons described later.

116 FLIGHT

LAU-3A ZUNI Rockets

Purpose Rockets are meant to put a lot of firepower into a relatively
small area at once. They can be used against personnel and
lightly armed vehicles, but have no penetration against tanks.

Selection Rockets are considered air-to-ground weapons, so press
until LAU3A comes up in the display box, the arm
light comes on, and the cone circle disappears on the radar
screen.

Aiming Rockets have an effective range of about one mile, so only
select them when you have a target in visual range. For the
purpose of shooting, rockets can be treated the same as a
gun. Just aim the plane at the target and press (Spacebar). If the
target is moving, lead it.

Notes The LAU-3A rocket pod holds 19 folding fin aircraft rockets
(FFAR). They are usually fired in bursts of four or five. While
they are considered an air-to-ground weapon, there is nothing
to stop you from letting some fly in the direction of a bandit. As
an A-6 pilot you could certainly give a MiG a surprise. If a
rocket hits a MiG, it can shoot it down.

Iron Bombs

Purpose lron Bombs have changed little since the Second World War.
The size has increased and some sophistication has been
added (such as the Snakeye’s retarded fall), but essentially the
Iron Bomb still falls from the airplane with nothing influencing
its motion but gravity and wind drag.

Selection Press until either Mk82, Mk83, Mk84 or Mk82
Snakeye comes up in the display box. On the F-4, the arm light
comes on. Toggle [1] on the number pad to select the bombing
mode of DIANE, Direct or Dive Toss. Toggle (9) on the number
pad to select either single or ripple release.

Aiming Mk82, Mk83, Mk84 and Mk82 Snakeyes can be released
singly or on ripple. Ripple means all weapons on a station are
released at one second intervals. The following bomb release
methods are available:

DIANE A-6 only

Direct A-6 and F-4
Dive Toss A-6 and F-4

ARMAMENTS 117

DIANE — This is only available on the A-6. On the waypoint
screen in the game beginning, select ripple bomb for the action
over the target. In the cockpit, select lron Bomb, DIANE and
Ripple or Single. Follow the waypoints to the target. This is
done by steering the aircraft so that the center steering cue
line is vertical. When you are steering straight for a waypoint,
the bearing figure should be zero. You should see the range
figure count down. When the range is less than one mile,
select the next waypoint. This is done by pressing (3). You
should see the waypoint information change, and you will have
to turn the aircraft to point at the new waypoint. The display
shows the words NAV or ATTACK on the bottom left of the
display. NAV indicates that you are steering to a normal navi-
gation waypoint. ATTACK indicates you are steering towards
your target.

When you see the ATTACK come up, tum on the master arm
and fly straight and level toward your target at 10,000-15,000
feet. Diving towards the target is also possible. If the dive
angle is over 45° when the altitude is less than about 7,000
feet, you should see the impact point display (filled circle).

The steering cue box should be filled with the target square. As
you approach the release point, a bar at the top of the screen
appears. This bar moves down the screen. When it just drops

off the screen, press (Spacebar].

118 FLIGHT INTRUDER

Direct — This is very difficult and takes a great deal of prac-
tice. The simplest method is a straight approach toward the
target. See Notes for the more realistic method of circling the
target.

Before starting the attack, you need to choose the release
parameters: speed, height, and angle of dive.

From this selection, you can find the mil setting in the tables
following. For instance, for 450 kts, an altitude of 8,000 ft and
a dive angle of 60 degrees, the mil setting is 112.

In the cockpit the mil setting is achieved using the keys {1 and
(i). Shift can be used for a faster change. As the keys are
pressed, you should see the aiming sight in the simple HUD
(Head Up Display) move up and down. The actual mil reading is
shown on the otherwise blank display below the radar screen.

Set the mils as shown in the example above. Approach the
target at about 8,500 ft and a speed of 400-420 Kts. If using
keyboard flight controls, use the sensitivity keys, and (F4 ],
to change the sensitivity to maximum. When the range figure
hits one mile, push the stick forward quickly and get the sights
on the target.

Coordination is needed here because you must hit
when the sight is on the target, the altitude is 8,000 ft, the
speed is 450 kts, and the dive angle is 60°. The dive angle
should be taken care of by diving at a range of one mile. Direct
attack is difficult, so it is a good idea to ripple.

Dive Toss — The setup for dive toss is very similar to manual
dive bombing. Circle the target at 10,000-15,000 ft and then
turn and dive towards the target. When your wings are brought
level after turning towards the target, point directly at the
target. The bombsight should be directly over the target. Pickle
the target by pressing the trigger and pull up. The bombs are
released automatically.

ARMAMENTS 119

Notes

Mk82. The standard all-purpose free-fall 500 Ib bomb still has
many uses — especially in rapid-+elease mode.

Mk83. This 1,000 Ib. bomb is standard ordnance. For best
results release around 7,000 ft., diving at 45°.

Mk84. This general purpose 2,000 Ib bomb is standard
ordnance, giving a high PK.

MK82S Snakeye. The Snakeye is a retarded free-fall version of
the Mk82 all-purpose bomb for use in low-level attacks.

CBU52 CLuster Bombs. These bombs are actually a container
of several smaller bombs that scatter and explode, making it
an ideal weapon for personnel-intensive areas such as SAM
sites. Commonly used by Wild Weasel attacks after a Shrike or
Standard had silenced the radar installation.

Single or Ripple. Select Ripple for soft targets spread over a
large area. Choose Single when pinpoint accurate bombing is
required. On hearing the bombs release, press (Q] to go to
missile view. You will then see the bombs fly towards the
target.

Correct Approach. You can approach the target directly and
point the nose at the target by pushing forward on the stick to
drop the nose of the aircraft. In reality, this causes a negative g
on the pilot’s body and can cause a “redout” in which he has
no control of the aircraft. This can be simulated in the OPTIONS
menu.

To avoid this redout problem, a bomber pilot will normally circle
the target, go into a 135° roll, pull back on the stick and then
straighten up to point straight down at the target.

120 FLIGHT Soerm c= INTRUDER

MIL DETERMINATON TABLES
Dive Bomb Mil Settings — Free Fall
Speed: 450 Kts

DIVE ANGLE

Dive Bomb Mil Settings — Free Fall

Speed: 500 Kts

Height
(feet) DIVE ANGLE

ARMAMENTS 121

Dive Bomb Mil Settings — Retarded Fall
Speed: 450 Kts

Height
(feet) DIVE ANGLE

[o00’'s] 60[ 55] SO] 45] 40] 35] 30] 25] 20] 15] 10)

af
2
3
4
5
6
7
8
9

Dive Bomb Mil Settings — Retarded Fall
Speed: 500 Kts

Height
(feet) DIVE ANGLE

OMNDORWNHR

122 FLIGHT oor c= [INTRUDER
THE NAVAL AIR WAR IN VIETNAM

The Gulf of Tonkin

The war in Vietnam began on August 2, 1964 when F-8E Crusaders from the
USS Ticonderoga attacked North Vietnamese P-4 patrol torpedo boats off
Hon Me Island. The North Vietnamese PT boats had attacked the U.S.
destroyer Maddox (DD-731), possibly confusing the destroyer with one of the
South Vietnamese patrol boats which had earlier shelled a radar station on
Hon Me Island and a radio transmitter on Hon Ngu Island. After the Maddox
fired three warning shots, the Vietnamese craft launched torpedoes. All
shots missed. After taking machine gun fire, the Maddox radioed for air
support. Four F-8E Crusaders intercepted the patrol boats and sank one of
the P-4 boats with gunfire and Zuni rockets.

On the night of August 4, 1964, the Maddox and USS Turner Joy picked up
three high-speed surface radar contacts. Two A-1 Skyraiders were launched
from the Ticonderoga to intercept the probable boat contacts and to provide
aircover. Because of bad weather, the A-1s never confirmed the presence of
enemy patrol craft. This apparent hostile action against U.S. destroyers on
patrol in international waters led to the passing of the Gulf of Tonkin Resolu-
tion on August 10th by Congress. This resolution gave the President the
power to “take all necessary measures to repel any armed attack against
the forces of the United States and to prevent further aggression.”

Escalation

The Vietnam conflict started as a series of United States retaliations against
the North Vietnamese government for specific actions. In retaliation for the
attack on the Maddox, 64 aircraft were launched on August 5, 1964 from
the USS Ticonderoga and USS Constellation to attack enemy PT boat bases
in Operation Pierce Arrow. These aircraft carriers, part of Task Force 77,
were stationed in the Gulf of Tonkin just south of Hainan. This position
became known as Yankee Station.

On December 24, 1964 73 servicemen were either killed or injured when
the Brink Hotel Bachelor Officers’ Quarter in Saigon was bombed. The
President authorized Operation Flaming Dart One, which targeted enemy
barracks at Dong Hoi and Vit Thu Lu. The Communists responded by bomb-
ing the Bachelor Enlisted Quarters at Qhi Nhon on February 10, 1965, which
killed or wounded 44 U.S. personnel. Again, the U.S. retaliated the next day
with Flaming Dart Two which attacked the Chanh barracks.

Action brought reaction. Targets and mission profiles were approved in
Washington before each mission. Targets were assigned by the Joint Chiefs
of Staff (JCS) with approval from the President and Secretary of Defense. On
February 13, 1965 President Johnson authorized operation Rolling Thunder.
Rolling Thunder tasked both the Navy and Air Force with bombing missions
north of the DMZ (Demilitarized Zone) to the outskirts of Hanoi. The goal of
Rolling Thunder was to force North Vietnam to the peace table by demon-

THE AIR WAR OVER VIETNAM 123

strating U.S. fire power and threatening their capital.
The object was to bomb military targets and to
avoid civilian or foreign casualities. U.S. Admiral
Grant Sharp said, “It [Rolling Thunder] does not
seek to inflict maximum damage on the enemy.
Instead, it is a precise application of military pres-
sure for the specific purpose of halting aggression
in South Vietnam.”

Rules of Engagement

Rules of Engagement were established to control the conflict. Only targets
that had been pre-approved could be bombed. Targets would be submitted to
the Pentagon, and they would recommend the targets to the JCS and the
Secretary of Defense. Only the the President could officially add targets to
the list. The number of sorties and mission profiles including the type of
ordnance was decided in Washington. This elaborate approval process was
designed to control and limit the conflict by placing control in Washington
rather than with the local commanders. This policy failed.

The rules of engagement frustrated the naval aviators. Several rules were
established. Aircraft were not allowed to bomb secondary strike targets. All
unexpended ordnance had to be jettisoned at sea rather than on targets.
Surface-to-air missile sites could not be attacked while under construction
for fear of hurting Soviet advisors. Enemy aircraft could not be bombed while
on the ground unless they were taking off. No aircraft could be attacked
unless positive visual identification was made, yet the Navy’s principal
fighter, the F-4 Phantom, was designed as a beyond-visual-range interceptor
and had no internal gun. Harbors could not be mined; ships carrying war
supplies could not be bombed. Aircrews also could not attack military tar-
gets such as AAA (Anti-Aircraft Artillery) batteries on farms, rice patties or
dikes; military supply trucks parked on civilian sites; or SAM batteries within
10 miles of Hanoi. If a mission was canceled due to weather or a change in
operations, the entire authorization process had to be repeated.

To make matters worse, ship commanders during the early phases of the
war competed with each other to see which ship could launch the most
sorties (missions). If one ship flew 125 sorties in one day, another ship tried
to launch 130 sorties the next day. So instead of loading up planes with full
loads to bomb several targets in one mission, several flights of planes would
be launched with only one or two bombs in order to keep up the number of
required sorties. Many pilots and Radar Intercept Officers (RIOs) lost their
lives as others played the numbers game. As one pilot had put it, “it’s crazy
to let politicians run a war...it’s like having the military run a country.”

The Threat Grows

By the spring of 1965, the air war really began to heat up. Operation Rolling
Thunder was under way, and the United States was dropping an average of
eight hundred tons of ordnance a day. Instead of buckling under, the North

124 FLIGHT © INTRUDER

Vietnamese raised the ante by adding two new air defense weapons to its
already effective AAA: the MiG and the SAM (surface-to-air missile). On April
4, 1965 the first conclusive air combat took place over Vietnam when two Air
Force F-105s were shot down by MiG-17s. Then on April 5, a USS Coral Sea
RF-8A reconnaissance plane positively confirmed the construction of the first
surface-to-air missile site. The photos revealed the construction of a Soviet
built SA-2 Guideline missile site 15 miles southeast of Hanoi. The SA-2 was
a two stage anti-aircraft missile capable of intercepting and destroying
aircraft at altitudes of over 60,000 feet.

The commander of Task Force 77, Rear Admiral Edward Outlaw, along with
the commander of the 7th Air Force in Saigon, wanted to strike the SAM site
quickly. Because of the rules of engagement, however, he was not allowed
without first going through the chain of command. A joint Air Force and Navy
plan that would destroy all of the sites under construction was submitted,
but permission was never given by the JCS. On July 24, 1965 an Air Force
F-4C was shot down by a SA-2 while flying target combat air patrol during an
attack on the Lang Chi munitions factory. The SAMs were now operational.

The President authorized a single retaliatory strike on July 27th against two
specific SAM sites (sites 6 and 7) near Hanoi. One site was destroyed, but
the cost was four Air Force F-105s and one RF-101C. The Nav lost its first
plane, an A-4E, to a SAM on the night of August 11th. The Navy was author-
ized to retaliate on August 13, 1965. Seventy-six low-level anti-SAM mis-
sions (“Iron Hand”) were launched on that Black Friday. Five planes were
shot down by enemy guns, two pilots were killed, and seven planes were
damaged. No SAM sites were discovered or destroyed.

Enter the Intruder

The Grumman A-6A Intruder is
a two-seat subsonic attack
aircraft capable of delivering
16,800 pounds of ordnance at
ranges of over 1,500 miles in
any kind of weather, day or
night. Until Vietnam, the A-6
with its multimillion dollar ad-
vanced radar and computer
systems, was untested. Many
experts had doubts as to the
ability of the A-6 to deliver its
payload.

In July 1965 the VA-75 Attack
Squadron aboard the USS
Independence, better known
as the Sunday Punchers, was
the first Air Wing to receive the
Intruder. The first mission of

THE AIR WAR OVER VIETNAM 125

the Sunday Punchers was to take the Intruder to targets south of Hanoi. This
was the first Vietnam mission flown entirely by radar. Over the next several
weeks, the A-6A proved its ability to hit its target in any kind of weather or
time of day. The introduction of the A-6 gave the Navy its first attack aircraft
that could overcome the terrible monsoons the Vietnamese weather deliv-
ered in the Tonkin Gulf.

The A-6 was so effective that Radio Hanoi claimed that American B-52 heavy
bombers had attacked the Uong Bi power plants under the cover of night
with 26 bombers. In reality the raid was carried out by only two Intruders.
The Intruder was used not only as a bomber but also served as a SAM sup-
pressor in the “Iron Hand” missions.

The A-6 was an effective attack aircraft, but it did come at a cost. Fifty-one
Intruders were shot down in Vietnam, and the plane suffered one of the
worse combat loss rates in the Naw, trailing only the propeller driven A-1
and the single-seat light attack A-4 Skyhawk in loss to flight ratio. The main
threats to the A-6 were small arms and anti-aircraft automatic weapons.

lron Hand

As the war continued, the United States began to develop new tactics to
deal with the growing number of North Vietnamese threats. To counter the
growing SAM threat, the Navy developed an operation called “Iron Hand” to
suppress the SA-2 surface-to-air missiles. These anti-SAM sorties were first
flown from July 1965 to August 1965. Initially, these missions proved very
costly. Several Iron Hand planes were shot down by the SAMs and even
more were destroyed by AAA fire. It wasn’t until October 17, 1965 that the
Navy bagged its first confirmed destruction of a SAM site near Kep Air Base.

It took time for the Navy to develop adequate Iron Hand tactics. At first,
planes attempted to come in below 3,000 feet to avoid the high flying SAMs.
The problem was that the flights became extremely vulnerable to small arms
fire and AAA. Another problem with coming in low was that the planes did not
have enough energy (speed) when they had to pop-up for their attack runs.
This made the attacking plane a sitting duck for AAA and small arms as the
plane seemed to hang in mid-air as it popped up for its attack.

It took until March 1966 before the Iron Hand operations became truly
effective. With the introduction of the AGM-45 Shrike anti-radiation missile,
the Navy had its first real anti-SAM weapon. The Shrike was designed to
follow the radar beam being emitted from a SAM site. The installation of
radar warning equipment (AN/APR-25 RHAW) in the
aircraft along with jammers (AN/ALQ-81 ECM) and
chaff dispensers (AN/ALE-29A), allowed the American
planes to dive in at medium altitudes. An even more
effective anti-SAM missile was introduced in May
1968, called the Standard, which was bigger, had a
longer range, and was less susceptible to being
fooled. The Iron Hand missions greatly reduced the
effectiveness of the SAMs.

126 FLIGHT :

MiGCAP

The air war in Vietnam
was mainly an air-to-
ground affair. MiGCAP
(MiG Combat Air Patrol)
was an operation mainly
flown by F-4 Phantom II's
from the larger Forrestal
and later class carriers and by F-8 Crusaders off of the smaller Essex and
Midway class carriers. (The Midway and Coral Sea had F-4 Squadrons as
well). For many, MiGCAP was a boring mission since most of the action was
air-to-ground. But MiGCAP was needed to defend the attack aircraft against
the MiG-17, MiG-19 and MiG-21. When the MiGs were up, things got hot.

The F-4 Phantom II was a Mach 2.5 multi-purpose interceptor and is regard-
ed by many as the best all-around aircraft flown in Vietnam (though Navy F-8
drivers might try to argue this with you). The Navy versions, unlike the Air
Force F-4E, did not have an internal gun. All of the Navy’s MiG kills in the F-4
were done exclusively with missiles. The F-4 mainly carried two types of air-
to-air missiles: the medium range radar-guided AIM-7 Sparrow and the short
range AIM-9 Sidewinder.

The AIM-7 Sparrow was designed to intercept and destroy aircraft at dis-
tances beyond visual range (up to 14 miles). The Radar Intercept Officer
(RIO), or GIB (Guy In Back), would lock onto targets with his radar and launch
an AIM-7 at his prey. The F-4 must keep its radar on the target in order to
guide the missile until the point of contact. Because the Rules of Engage-
ment required aircraft to be positively identified (which usually meant visually
within two miles), the effectiveness of the AIM-7 was greatly reduced. The
AIM-7 accounted for only ten of the Navy Phantom’s 41 kills. Only one
Sparrow out of every twelve launched found its target.

The AIM-9 Sidewinder accounted for the other 31 MiG kills by Phantom
drivers. The AIM-9 is a heat-seeking missile with approximately a two mile
range. A pilot had to approach his target’s rear end in order for the missile
to lock on the heat signature of the MiG’s engines. Once launched, the Side-
winder would guide itself towards the target. The Sidewinder was twice as
effective as the AIM-7 with a kill every 5.5
launches.

The Navy orchestrated large attack groups
consisting of bombers (A-6 Intruders, A-4
Skyhawks or A-7 Corsair II's), Combat Air
Patrol fighters (F-8 Crusaders or F-4 Phan-
toms), Flak Suppressors (F-8s or F-4s) and
lron Hands (A-6s, A-4s or F-8s). These flights,
which could contain as many as 24 aircraft,
became known as Alpha Strike missions. It was
this strike package which became the standard for-
mation for hitting targets in North Vietnam.

THE AIR WAR OVER VIETNAM 127

Top Gun

From 1965 to 1968, the F-4 Phantom’s kill ratio was a lousy 2.6:1. The F-4
crews had bagged 13 MiGs and lost five F-4’s. The naval aviator had lost his
ability to dogfight, especially against the smaller and more maneuverable
MiGs. By 1968, things were getting worse with the kill ratio falling below 1:1.

In 1968 the Naval Air System Command ordered a study to find out why our
aviators were being blown out of the skies. The now famous “Ault Report”
pointed out three reasons why the kill ratio had suffered. First, the air-to-air
missiles did not work as advertised. Second, the Rules of Engagement
neutralized any advantages our aircraft had and gave limitless advantages to
the enemy. Third and most important, our pilots were poorly trained in air
combat maneuvering (ACM) against dissimilar aircraft and tactics.

In 1969 a class for Navy F-4 crews began to correct these deficiencies.
Three years later an independent command, the Navy Fighter Weapons
School, better known as TOP GUN, was established to train crews in the art
of ACM.

When the air war began to heat up again in 1972, TOP GUN F-4 pilots
enjoyed a 24 to 2 kill ratio. In addition, no additional Navy attack or recon-
naissance aircraft were lost to enemy MiGs. TOP GUN produced the Navy’s
only aces, Lt. Randy Cunningham and Lt (j.g.) Willie Driscoll. On May 10,
1972, Cunningham and Driscoll in their F-4 shot down three MiGs in one
mission including the dreaded enemy ace Col. Tomb flying a MiG-17. Col.
Toon was credited with downing 13 American jets before meeting Cunning-
ham and Driscoll. The dogfight that took place between these two planes is
now legendary. TOP GUN had paid off.

Rolling Thunder V

The war continued to intensify through 1967 with Operation Rolling Thunder
V which began on February 14, 1967. President Johnson authorized attacks
against a new list of targets which included mining the Song Ca estuaries
and Song Giang rivers in order to close them to barge traffic. He also
ordered the bombing of the ports of Cam Pha, Hong Gai and Haiphong. In
addition to this, bridges and rail networks were also destroyed, cutting off
the steady supply of weapons and fuel to the North Vietnamese. Eventually,
Haiphong ran out of ammunition. In 1967 the Navy alone destroyed 30 SAM
sites, 187 flak batteries and dropped 955 bridges. In addition, thousands of
trains, trucks and watercraft were destroyed. The Navy scored 14 MiG kills
and had no less than 11 aircraft carriers on line.

Early 1968 saw the North Vietnamese striking back with two large offen-
sives: the Tet offensive and the battle for Khe Sanh. Both efforts were
repulsed. On November 1st, after feeling the pressure of the anti-war
movement, President Johnson ordered the unilateral halting of bombing
north of the 20th parallel except “in the areas where the continuing enemy
buildup directly threatens allied forward positions and where the movement
of their troops and supplies are clearly related to that threat.” President

OF THE

128 FLIGHT = INTRUDER

Johnson had hoped that by halting the bombing a peace dialogue between
the Communists, the South Vietnamese and the United States could begin.
He hoped that the cessation of hostile activity would demonstrate the United
States’ good faith. In reality, it eased the pressure on Hanoi and Haiphong
and allowed the North Vietnamese to rearm. The Communists were commit-
ted to their cause.

After winning the 1968 presidential election, President Nixon began the
gradual withdrawal of troops from Vietnam. On June 8, 1969, the U.S.
withdrew 5,000 troops from South Vietnam. Peace talks began in Paris in
August 1969. Bombing began in both Laos and Cambodia in an attempt to
stop the steady supply of arms to the Viet Cong into South Vietnam. Princi-
pal targets were trucks and transportation routes along the infamous Ho Chi
Minh Trail. This bombing effort continued through 1970 with very little suc-
cess because the supplies needed to be cut off at their source, the harbors.
The anti-truck campaign did not halt the transportation of arms since the
Viet Cong found new ways of moving weapons under the cover of night and
jungle to avoid the U.S. air raids.

Linebacker

On March 30, 1972 North Vietnam launched a massive all-out spring
offensive across the Demilitarized Zone into South Vietnam. Cease-fire talks
in Paris between the President’s National Security Advisor, Henry Kissinger,
and the North Vietnamese representative, Le Duc Tho, broke off. Tho felt he
had the advantage because of the protests in the United States over the war
and, with the new spring offensive, he thought that victory over the South
was imminent.

In response, on April 7, 1972, President Nixon authorized the Navy, for the
first time during the Vietnam war, to mine Haiphong and other North Viet-
namese ports. In addition, an all-out effort was made to bomb all of the
North’s supply lines. B-52s began their first raids over Hanoi and Haiphong
on April 17th. The Navy also launched strikes into Hanoi and Haiphong. All
traffic stopped, with the exception of that across the Chinese borders.
Between May and September, the Navy launched an average of 4,000 day
and night sorties a month. In that same period of time, the North launched
nearly 2,000 SAMs and fired thousands of rounds of AAA, resulting in the
destruction of 28 U.S. aircraft. By the end of the campaign, the North ran
out of ammunition. Not a single AAA shell nor SAM missile was fired at U.S.
aircraft. On October 23rd the Communists asked for a cease-fire.

On October 24th the United States halted bombing above the 20th Parallel
as a peace gesture (although bombing of supply lines south of the 20th
Parallel continued at an unprecedented rate). Linebacker | had ended.

After the bombing stopped, the Communists refused to deal in earnest and
instead used the halt to resupply and rebuild. To make matters worse, the
South, after accusing the U.S. of cutting a separate deal with the North,
sabotaged the peace discussions by making 69 major changes in the initial
peace proposal.

THE AIR WAR OVER VIETNAM 129

Operation Linebacker Il commenced on December 18, 1972 when President
Nixon resumed the bombing of Hanoi and mining of Haiphong. Nixon was
determined to force the North back to the bargaining tables. For the next
eleven days, with the exception of Christmas and New Year’s Day, aircraft
from the America, Enterprise, Midway, Oriskany, Ranger and Saratoga
attacked a variety of targets: petroleum, oil and lubricant (POL) storage
areas, airfields, SAM and AAA sites, rail, road, shipyards, port facilities, and
enemy troop emplacements. All told, the Navy flew 505 day and night
sorties against the North in the 11 days. On January 15, 1973 combat
operations in the North were halted.

On January 27, 1973 representatives from the U.S., South Vietnam, North
Vietnam and Viet Cong signed the “Agreement on Ending the War and
Restoring the Peace in Vietnam.” All offensive operations ceased, the mines
were removed from Haiphong harbor (Operation Endsweep), and prepara-
tions for the return of 144 downed U.S. pilots (Operation Homecoming) were
made. Thirty-five aviators had died in captivity.

Four months after Congress voted in June 1973 to end all U.S. combat
activities in or over Southeast Asia, the North Vietnamese Central Commit-
tee adopted a resolution to conduct a revolutionary war to destroy the
enemy and liberate the South. Because of the War Powers Resolution Act
which made it illegal to commit U.S. forces for more than 60 days without
congressional approval, the U.S. did not respond.

On April 30, 1975 Saigon, along with all of South Vietnam, fell to the North.

The Score

U.S. naval combat action officially terminated on August 15, 1973 when
Congress mandated the end of all combat involvement in Southeast Asia.
During the nine years and five days after the Gulf of Tonkin Resolution, the
war had cost the Navy the lives of 377 naval aviators, 179 prisoners of war
and 64 missing in action. Another 205 officers and men had also been lost
during major fires aboard three carriers. Operational accidents claimed 316
planes, while 538 aircraft had been lost in combat. Anti-aircraft artillery
accounted for 37% of the Navwy’s aircraft losses, 18% to small arms fire
(machine guns and rifles), and 15% to surface-to-air missiles (SAMs). Only
2% of the Navy’s losses were to MiG interceptors.

The Navy used 21 carriers during the Vietnam war and spent a total of
9,178 days in the Gulf of Tonkin. Between the Navy, Marines and Air Force,
the United States dropped a total of 7.4 million tons of bombs in Southeast
Asia. Between 1964 and 1973, the Navy flew a total of 785,000 fixed-wing
combat sorties. The Navy and Marines shot down a total of 61 enemy
aircraft of which 59 were MiGs (39 MiG-17s, 2 MiG-19s and 18 MiG-21s).
The Navy enjoyed a 56 to 10 fighter vs. fignter score against the North
Vietnamese.

INTRUDER

OF THE |

130 FLIGHT

ow iii

18. Flaps

16. Landing
19. COMED: Gear
Map/Radar
Toggle

Ait)()) Reverse Vertical View Rotation
Ait)(2) Reverse Horizontal View Rotation

(Snitt)(#) [on number pad] Cockpit Views
(Shift](A) Autopilot will engage enemy plane
Shift)[H) Emergency Net toggle
(snift}.) Increase MIl Setting by 10 mililradians
(Shift)(M) Decrease Mil Setting by 10 milliradians
(Snitt](0) View Unfriendly
nift)(9) Leader/Wingman toggle
Shift] (#) Move to aircraft section #
(Shit) (5) Waypoint Information toggle
Shift)(Tab) Accelerator will not shut off If bogey near

(C) Jettison Centerline Stores

[E) Elect
. (Ctrij(L) Catapult Launch
. (Ctri)[K) Jettison All Stores

BSSSSESESy

KEYBOARD LAYOUT 131

132 FLIGHT INTRUDER

THE KEYBOARD

The keyboard is your main access to this game. Even if you are using a
mouse or joystick, many commands can only be entered at the keyboard.

The following pages provide a number key to refer to the keyboard layout
provided with this game. Take a plane out and play around with this keyboard
without trying for scores and accomplishment. We are trying to provide as
complete a simulation of Phantom and Intruder flying over Vietnam as we
can. We also must somehow give you (one computer game player) the oppor-
tunity to accomplish everything that the normal crew of either of these air-
craft (two highly trained people) can do. There are a lot of commands to
learn here. Take your time and enjoy getting used to the aircraft.

HAVE FUN!

KEYBOARD USE 133

KEYBOARD
Keyboard Command Descriptions

1. Cockpit Views

Press the following keys to change your view out of the cockpit:

View Keyboard Number Pad
Left Back 45°
Left (4) (snitt}[4)
Left Front 45°
Front (6)
Right Front 45° (Shift}(9)
Right (snitt)(6)
Right Back 45° (9)

or (6Jor(snit}(s} — Zor (snitt}(9)

(4] or (snitt}(4) (8) or (snitt}(6)
(8) or (9] or

134 FLIGHT

2. Out of Cockpit Views
The following keys provide you with views of the aircraft from outside the
cockpit. Use these to see your aircraft’s position relative to the surrounding
geography and to other aircraft.
Outside View. View of the piloted aircraft from
a tracking aircraft. The view rotation keys ((1] and
on the keyboard) and zoom keys ((F1_] and (F2 }) are
available.
(Fé ] Tracking View. View of the piloted aircraft from
the rear. The view rotation and zoom keys are
available.
(F7,} ACLS. Automatic Carrier Landing System. This
toggle turns on the ACLS instruments.

(Fs) Satellite. Looking down (from satellite) at the
piloted aircraft.

(Fo) Carrier. A view of the home carrier. View
rotation keys are available.

(F10) Menu. This brings up the Menus described
earlier and stops the game until you are done with

PJ
J)

the menus.
3. Stick control
See pages 16-17 for more information on Flying with the Stick.
NOSE DOWN

i 7 8 9 |
Home f PgUp
BANK LEFT Be ) z] BANK RIGHT
)
1 [ 2 3
End ' | L PgDn

NOSE UP

4. Throttle Press [+] to increase engine throttle which is normally
reflected by an increase in RPM and airspeed. Press (-]
to decrease throttle and RPM. If your keyboard has more
than one (+) or (=} key, you can use either one.

5. Air-to-Air Press once to activate the air-to-air weapons select
mode (if not already present). Press again to cycle
through the different missile and gun formats. This is not
available on the Intruder.

KEYBOARD USE 135

6. Air-to-Ground

7. Trigger
8. Military Power

9. Afterburner

10.

14.

15.

16.
ly

19.

Flares

Chaff

. Pause

. Review

Air Brakes

Wheel Brakes

Landing Gear
Video Record

Flaps

COMED

Press once to activate the air-to-ground weap-
ons select mode (if not already present). Press
again to cycle through the different missile, bomb and
gun formats.

Press the to fire all weapons or release bombs.

The [/] key kicks your plane up to military power (100%
RPM). It also turns off the afterburner on the F-4 Phan-
tom.

Four stages of afterburner power are available on the F-4,
for times when you need to “put the pedal to the metal.”
Press (>) to increase the afterburner stage or {<] to
decrease it. Note that the afterburner is not available on
the Intruder.

Press (ins) to release flares when heat-seeking missiles
are being fired at you by enemy SAM sites or MiGs.

Press (Del) to dispense chaff and avert radar-guided
missiles fired at you by enemy SAM sites or MiGs.

Press (P] to pause the simulation. Press it a second time
to continue. All view keys in and outside the cockpit are
available when the game is paused.

Press [PgDn] to toggle through the messages received by
your aircraft.

Press [8] to activate the air brakes and slow your aircraft
down while it’s in the air. Press (8B) a second time to
release the air brakes.

Press (W) to toggle the wheel brakes. These are used
solely on the ground and slow the aircraft upon landing or
prevent it from rolling after the engine has started. When
landing on a carrier, do not use the wheel brakes. The
arrestor wire brings you to a stop in this game.

Press (G) to raise and lower the landing gear.

Toggle {V] to turn the video recorder on and off. You can
use the camera for taking “videotape” of whatever is hap-
pening when you press the key until you press it again.

Press [F] to activate wing flaps for speed control. Press
a second time to deactivate wing flaps. Flaps give
extra lift and so are used in landing to allow a slower
approach speed. Without flaps, the aircraft would be
dangerously close to stall speed when approaching a
landing.

COMED is the Combined Map/Electronic Display. Press
to toggle between a map detailing the mission land-
scape and the default radar mode.

136

20.

21.

22.

23.

24.

25.

26.
27.

28.

29.

Radar

Master Arm
Bomb Mode

ECM

Autopilot

Clear A-G
Lock

Cat Launch

Jettison
Centerline
Stores

Eject

Jettison
All Stores

FLIGHT | a INTRUDER

Press (A) to turn your radar display off to avoid detection
by enemy planes. Press (R) a second time to turn the
radar display back on.

Press to arm all the missiles and weapons for
firing.

Press to toggle between the DIANE, Direct, and Dive
Toss bomb dropping modes.

Press [E) to turn on the ECM (Electronic Counter-Meas-
ures) Pod (if you’re carrying one) as a defense against
radar-guided SAMs. Press [E] a second time to turn it off.

Press [A] to toggle the autopilot on and off. If you turn on
the autopilot during a dogfight, it will track the MiGs for
you automatically. A real autopilot does not do this, but
this is a convenience for the player who wants to see a
dogfight without participating. If there are no MiGs pre-
sent, the autopilot will fly your aircraft to the target for
the current mission. This means it will:

Follow waypoints.

Perform actions such as dropping bombs at
the waypoints.

Engage MiGs and radar sites if that is its duty
(see Part IV).

However, the autopilot will not release weapons normally.
You must press to allow the autopilot to actually
fight the plane.

If you make an unsuccessful attempt at locking on
to a target during an air-to-ground mission, press (x) to
clear the lock and try again.

launches your plane from the carrier catapult.

Press to jettison the centerline stores if you need
to get rid of excess weight to give you added maneuvera-
bility or acceleration. See also Jettison All Stores, below.

When all else fails, press to eject from your
aircraft. Remember that ejecting is not necessarily the
safest or the smartest option in a given situation. Invoke
it only as a last resort.

Press to jettison everything except your missiles.
This will give you increased maneuverability and accelera-
tion in an emergency. See also Jettison Centerline
Stores, above.

31.

32.

33.

35.

36.

37.

38.

39.

Snapshot

Video Reset

Move
Between
Sections

Leader/
Wingman

. Unfriendly

KEYBOARD USE 137

30.

Use to take snapshots of whatever is on the
screen at any time. This can be replayed later during
Debriefing.

Use (0] (the letter “O,” not zero) to reset the Gun Camera
to make videotapes of your air combats.

Some missions can have up to four American sections of
aircraft with up to two aircraft in each section. Use the
following key commands to move between the sections:

Section Command Key (from keyboard)

1

2
3
4 (snitt}(4)

Just as you can move between sections in a mission, you
can also toggle between the leader and the wingman in
your section. Press (Shift](9] to toggle between them.

Press (Shift)(0) (zero) to toggle between the piloted aircraft
and its current unfriendly (if it has one). A Phantom on
MiGCap is allocated a MiG to engage, and an A-6 on Wild
Weasel duty is allocated a SAM site to destroy. You can
view these unfriendlies by using this key.

Single/Ripple Press to toggle between the two bomb release

Missile View

Sensitivity

Waypoint
Select

Look Up/
Down

modes. Single releases one bomb per trigger press.
Ripple releases one bomb every second until all bombs
on the station are released, allowing you to lay a line of
bombs on a long target.

Press (Q] to toggle between missile view and piloted
aircraft view. This lets you follow the missile down to the
target. If the missile hits the ground, it explodes.

Press to increase and to decrease the aircraft's
sensitivity to banking, climbing or diving, on a scale of O
to 3. You may want to learn making bombing runs at a
sensitivity level of 1, and then progress to a level of 3 in
aggressive dogfight battles.

On any Outside View ((F5 }, (Fé _), (F8 }), press [5] to
increase the Waypoint number and ("} to decrease it.
toggles between the carrier, the buddy, and the
waypoint information.

Press [(] to look up above the usual cockpit view (a
“heads up” view), and [1] to look back down at the
cockpit (a “heads down” view). This latter key can be
used in the Phantom again to look even further down to
see more instruments. The A-6 only has a “heads up”
view.

138

40.

41.

42.

45.

Zoom

OF THE |

FLIGHT INTRUDER

Press to zoom in closer to the aircraft, and to
zoom out. Use in conjunction with the Outside View
and the Tracking View (Fé |. Also works with the Carrier
View and the Missile View (Q].

View Rotation In any non-cockpit view, press (1] on the keyboard to cycle

Accelerator

. Captain’s Bar

. Emergency

Net

Walleye/
Paveway
Sight Toggle

. Walleye

Target
Setting

through different vertical views of your aircraft. Each key-
press changes the orientation along a circle surrounding
the aircraft, starting from the rear up and forward and
then from the front down and back. Press [2] on the key-
board to cycle through views moving horizontally around
the aircraft. Using with either of these keys rotates
the point of view in the other direction.

Press to speed up the action during long flights over
the sea. This speeds time up for everybody in the simula-
tion (friendly or otherwise) and moves you toward the
target at increased speed. The accelerator is automati-
cally deactivated when you approach the target or when
you are approached by a MiG or SAM. If you don’t want
automatic deactivation, use (Shift]}(Tab}. You can also tog-
gle the accelerator off by pressing a second time.

Press (M} to move the “Captain's bars” onto the target
(see Walleye delivery method).

Mil Setting. Also, the {} and (M) keys can be used to alter
the Mil Setting of the sight on the HUD (see pg. 125).
This measurement is in milliradians, hence the name.

(Shift) and increment and decrement the Mil
Setting by 10 milliradians.

Toggling activates and deactivates the Emergency
net if you are afraid you cannot land your plane normally

Use [T} to toggle between sight modes when using the
Walleye or Paveway guided weapons.

Use (€}, (#),(), (+) to move the Walleye sight around on
the screen.

GLOSSARY

139

GLOSSARY AND ABBREVIATIONS

The following entries are meant to give you a general feeling for the
military and somewhat more informal jargon of being a pilot in Southeast
Asia in the late 1960s and early 1970s. Game terms are not included.

AAA
AA
AB

ACLS
ACM
ADI

ADL
AGM

Al
AIM
Aircrew

Airspeed

Air Wing
Alpha Strike

Altimeter
Angels

AOA
AOA Indexer

Anti-Aircraft Artillery.
Air-to-Air, also written as A2A or just AA.

Afterburner. Acceleration over and above normal military power,
achieved by spraying fuel into the back of the engine. The F-4 had
this capability, as did most of the MiGs. The A-6 does not have an
afterburner.

Automatic Carrier Landing System.
Air Combat Maneuvering. Essentially the art of dogfighting.

Attitude Director Indicator. This gauge helps register your plane’s
position relative to the horizon as it rolls and pitches in any
direction.

Aircraft Datum Line indicates direction of travel.

Air-to-Ground Missile. The designation for such weapons as the
Walleye and Shrike, meant to be fired from an aircraft at a ground
target.

Airborne Intercept.

Air Interdiction Missile. Otherwise known as an AAM (Air-to-Air
Missile). It is meant to be used by one aircraft to knock down
another. In this game, the Sidewinder and Sparrow are AIMs.

The pilot and his teammate (RIO for the Phantom and B/N for the
Intruder)

IAS (Indicated Airspeed). This is the speed usually presented to
the pilot. It should be reasonably accurate at sea level. Since the
measurement is a function of air density, however, it becomes
more and more inaccurate at increased altitudes. TAS (True Air
Speed). This is the air speed corrected for altitude effects.

A group of aircraft aboard a carrier which is led by a senior
commander.

An airstrike using every available aircraft in a carrier’s comple-
ment against one target or a closely related cluster of targets.

A gauge that tells the pilot what altitude he is at.

Altitude in 1,000s of feet. “Dead Duck is at Angels 23” means
that he is at 23,000 feet.

Angle of Attack.

Used primarily to assist you in landing your plane. It consists of a
bank of three lights just to the left of your HUD. If the top light is

on, your AOA is too high. If the bottom light is on, your AOA is too
low. If the middle light is on, you are at the perfect AOA.

140

FLIGHT |

F THE

AOA Indicator This gauge displays the AOA in degrees. The zero position is at 9

Arrestor Net

ASI

Atoll

Ault Report

Autopilot

Bandit
Bank
BARCAP

Bearing
Bingo Fuel

Blackout

BN or B/N
Bogey
Bolter
Bomb Run

Break
Clag
CAG
Callsigns

o'clock and 30° at 12 o'clock. Increased AOA is represented by
counter-clockwise movement of the needle.

A net strung over the arrestor wires when it is thought that the
incoming aircraft may not be able to make a normal landing.

Air Speed Indicator. This dial is calibrated in knots TAS. The zero
position is at 12 o’clock. One revolution represents 1,200 KTS on
the F-4 and 600 KTS on the A-6.

A Russian air-to-air missile that very similar to the Sidewinder
(q.V.).

The report of the commission to investigate why the Navy had
such a poor record in air-to-air combat in the 1960s. Reaction to
the findings of this report created the Top Gun school.

A device that will keep the plane at the same altitude, speed, and
heading it was set for. The autopilot in this game is far more
sophisticated than any autopilot currently available.

A bogey (q.v.) that has been identified as a foe.
To turn left or right in the air.

BARrier Combat Air Patrol. A group of fighters whose job it is to
defend a carrier against intruding aircraft.

The compass heading from one point to another.

An indication that your plane has just enough fuel to return with
an adequate safety margin.

A loss of vision or consciousness due to pulling too many positive
g's.

The Bombardier/Navigator in an A-6 or A-3.

An unidentified aircraft that may be friend or foe.

To abort a carrier landing and circle around for another try.

(1) Mission code for the actual run to drop bombs on a target; (2)
The act of attacking a target with bombs.

A sharp turn of 6+ g’s taken to avoid a SAM or MiG on your tail.
Bad, mucky weather.

Commander Air Group.

These are used instead of real names for security reasons. Just
about anything seems to go. However, callsigns were grouped into
families, e.g.: birds (hawk, condor, bluebird, falcon), cars (Olds,
etc.) and trees (oak, pine). Transmissions start with callsign and
number in section, e.g.: “Oaki, Execute, Execute, Papa Orange.”
As well as being leader of a section, Oak1 is also the Strike Force
Commander. His message indicates that the operation is on: go
for the primary target.

GLOSSARY 141

CAP

Cat
Ceiling

CBU
Chaff

Charlie
Climb Rate

co

Cockpit
Cobb
Colonel Toon

COMED

Compass
Connie
Court-Martial

CTF

CV

CVA
Debriefing

Det.

Combat Air Patrol. Essentially the job of keeping hostile planes
away. Basic CAP was originally the duty of guarding the aircraft
carrier against attack. During the Vietnam war, there were several
different forms of CAP. See BARCAP, MiGCAP, RESCAP and
TARCAP.

Catapult.

The level of the clouds. A “ceiling at 3,000 feet” means there is a
total cloud cover at 3,000 feet above sea level.

Cluster Bomb Unit.

Packages of tiny foil strips dropped from a plane that confuse
radar-guided missiles.

Slang term for the Viet Cong.

The number of feet a plane can climb in one minute of climbing.
This is usually expressed as a positive number. As a negative
number it is effectively the dive rate of the aircraft.

Commanding Officer.

The space where the aircrew sits and manipulates their airplane.
To open up all the way, as in “cobb the throttle.”

Legendary Vietnamese ace credited with shooting down 13
American aircraft before he was shot down in turn by Lt. Randy
Cunningham and his RIO, Willie Driscoll, graduates of the Top Gun
school.

COmbined Map/Electronic Display. The central display on the
control panel that can be toggled between a map showing target
locations and your plane’s location. It also displays the various
air-to-ground and air-to-air weapons.

A device that always shows the current heading of the airplane.
The nickname for the aircraft carrier USS Constellation.

A military court that tries defendants under the code of military
justice. It is said that a court-martial is the best court if you are
innocent and the worst if you are guilty. Those accused of

breaking the Rules of Engagement were tried under a Court-
martial.

Carrier Task Force.
Aircraft Carrier.
Aircraft Carrier (Attack).

The act of being questioned after a mission so the Intelligence
officers can learn everything possible about the current state of
the enemy and the results of the mission.

Detachment. This refers to a small number of planes not big

enough to form a squadron. They were formed primarily because
of heavy combat losses in Vietnam.

142

DIANE

Dixie Station

DMZ

Dogfight

“Double Ugly”

Driver

Duty Roster
ECM

Egress
Enemy

Escort

EW

Feet wet/
Feet dry

FFAR
Flaps

Flares
“Fly your

needles
FOD

Free Fall

Friendly

FLIGHT INTRUDER

Digital Integrated Attack Navigation Equipment. This is the
collection of radars and inertial guidance systems that allows the
A6 to find its targets and bomb them without ever seeing them in
the darkest night or foulest weather.

Sea area off of South Vietnam used by the carriers of the US Navy
for attacking targets in South Vietnam, Laos and Cambodia.
Demilitarized Zone. The border separating North and South
Vietnam.

A fight between two airplanes, so named because the constant
circling of the combatants resembled circling dogs in the eyes of
some of the early writers about air combat.

A term of derision or endearment for the F-4 Phantom II.

A person flying (rather than navigating) the plane in a two-seat
aircraft.

The list of which pilots are flying and what their missions are.
Electronic Counter-Measures. This takes the form of a pod that is

designed to fool ground-based SAM sites and to confuse the
radar of MiG fighters.

Flying out of the target area.

Someone who is trying to kill you, possibly because you have
orders to try to kill him.

Ground cover mission, meant to keep the ground-based defenses
from interfering with a bomb run. Equal priority goes into covering
AAA, SAM and GIC sites.

Electronic Warning, as in Electronic Warning Indicator.

Feet wet indicates that a pilot is currently over water, while feet
dry refers to a pilot reaching land.

Folding-Fin Aircraft Rockets.

Control surfaces on the wing and tail that help you slow down your
aircraft.

Magnesium-based packages dropped from a plane which are
designed to fool heat-seeking missiles.

A command to fly by your instrument readings rather than by
visual sighting.

Foreign Object Damage. Something that has hit the plane. It can
be shrapnel, a bird, a thrown rock or whatever. It usually refers to
objects sucked into the jet intake.

The state of falling without power. Usually referring to the fall of a
bomb after it has been released by a bomber, but it can refer to
anyone or thing falling without anything to retard the fall (such as
a parachute, airfoils, etc.). See Retarded Fall.

As a noun, this designates another person or vehicle who is on
your side, even if he is an Air Force or Marine pilot.

GLOSSARY 143

G-suit

GBU
GCA
GCI (or GIC)

Gear, Landing
GIB

Ground Fire

Grumman

GSD

“Go dirty”

Guideline
Gulf of Tonkin

Haiphong

Hangfire
Hanoi
Hanoi Hilton

Heading

Heartbreak
Hotel

Hot Start

The force of gravity being applied to the plane and its pilot. 1g is
equivalent to a plane flying straight and level. Too many g’s and a
pilot blacks out.

A full body suit designed to compress the fat tissue on a pilot’s
legs and abdomen. It was created so that a pilot’s blood would
not pool to the bottom of his body during high g maneuvers.

Guided Bomb Unit (a laser-guided bomb).
Ground Control Approach.

Ground Intercept Control. The radar units that track incoming
aircraft and relay the information to AAA and SAM sites. The usual
North Vietnam SAM site consists of SAMs at the points of a star
shape with a GCI unit at the center of the star.

The wheels you use to land on a ship or land.

Guy In Back, originally Air Force slang for the RIO (Naw title) or
WSO (Air Force title) in the back seat of an F-4.

Can be any attack by projectile weapons from the ground, but
usually used to refer to soldiers using normal infantry weapons
rather than AAA.

The company that built the A-6 Intruder.

Glide Slope Deviation. The horizontal scale on the ACLS. When
landing, the further you are to the right of the carrier, the further
the GSD scale moves to the left and vice versa. See LD.

To lower your gears, flaps, etc. in preparation for landing your
plane.

NATO code for the Russian SA-2 SAM.

Body of water between the Vietnamese mainland and Chinese-
owned Hainan island.

Principal port of North Vietnam. For years pilots gritted their teeth
as they passed over this port and saw dozens of foreign vessels
unloading supplies for North Vietnam. American pilots were
forbidden under the Rules of Engagement (q.v.) from attacking
this shipping.

A failure or delay of an article of ordnance after being triggered.
Capital of North Vietnam and current capital of Vietnam.

The nickname for the Hoa Lo prison located in the center of
Hanoi. Built by the French during their occupation, it was always
heavily guarded and almost completely escape proof.

The compass direction any vehicle (ship, plane, tank, etc.) would
move if it travelled straight ahead from its current position. It can
refer to either a moving or a stationary vehicle.

A pilot's first stop when brought to the Hoa Lo prison. See Hanoi
Hilton.

A start that exceeds normal starting temperatures.

144

FLIGHT

OF THE

INTRUDER

HSI
HUD

In-country
Ingress
Intruder
IR

lron Hand

lron Triangle
Jamming
Jink

JP

JP-5

K

KIAS
Korat AFB
Knot (KTS)

LD

LGB

Linebacker

Lock-on

LOX
LSO

Mach

Horizontal Situation Indicator.
Head-Up Display.
Identification Friend or Foe.

Instrument Landing System. A HUD mode designed to guide the
plane in for landing.

Inches.

Within the borders of South Vietnam.

Flying into the target area.

The official title of the Navy’s A-6 all-weather attack bomber.
Infrared.

Navy term for an attack mission on AAA and SAM sites. See Wild
Weasel.

An extremely defended area located between Thanh Hoa,
Haiphong and Hanoi.

The attempt to confuse enemy radar and other electronics so that
they cannot find you as a target.

Fly in an irregular flight path in order to prevent enemy gunners
from targeting the plane.

Jet Petroleum. The standard term for jet fuel.

Jet fuel used by Navy, it has a density of 7 pounds/gallon. Pilots
are concerned about how many pounds of fuel they have because
thrust is a function based on mass of fuel, not volume of fuel.

The initial designation code for an airplane used as a mid-air
tanker. The tanker version of the A-6 is known as the KA-6D

Knots Indicated Air Speed.
A principal Alr Force Phantom base in Thailand.

Short for speed of nautical mile per hour or, loosely, one nautical
mile. A nautical mile is approximately 6,076 ft.

Localizer Deviation. The vertical scale on the ACLS. The higher
you are when landing on the carrier, the lower the LD slides down
the scale and vice versa. See GSD.

Laser-Guided Bomb.

The code name of the last, and greatest, air attack against North
Vietnam. There were actually two Linebackers, one following the
other.

The act of acquiring a target with the radar and setting the radar
to track the target.

Liquid Oxygen.

Landing Signal Officer. The officer whose job it is to guide pilots
to a landing on the aircraft carrier.

Unit of speed measurement equal to the speed of sound.

GLOSSARY 145

Manual

Master Arm

McDonnell
Meatball
MIA

MiG

MiGCAP

Mil

Mission

M61A1

Multiple
Weapon

To bomb a target or attack or land on a carrier without using the
avionics (frequently because the avionics are not working). In
essence doing everything “by hand.”

If this switch is not thrown, the plane’s weapons do not work.
Under one of the Rules of Engagement (q.v.), pilots were forbid-
den to have their master arm switch on within a certain distance
of Hanoi or Haiphong.

The manufacturer of the F-4 Phantom Il.
Glide slope image of mirror landing system (MLS).

Missing In Action. This is the designation for a pilot who is not
known to have died in his plane but has also not been located in
an enemy prison camp.

Any product of the Mikoyan/Guryevich design works which
designs the majority of Soviet fighters (though not all of them).
Commonly, any enemy fighter is called a MiG whether it is or not.
The North Vietnamese fielded MiG-17s, MiG-19s and MiG-21s.

MiG Combat Air Patrol. MiGCAP generally consisted of a group of
fighters away from the target area. They were placed between the
target and the nearest airfields for the purpose of intercepting
MiGs before they could reach the target area.

1) Military Power — 100% thrust of an airplane’s engines without
using the afterburners (which the Intruder doesn’t have, anyway).
2) Milliradian — An angular measurement which subtends one foot
at 1,000 feet (17.45 mils = 1°).

The individual task of one element or section (usually two planes)
of an operation (q.v.). Missions generally have special titles such
as Wild Weasel, MiGCAP, etc.

Official designation of the 20mm cannon mounted on some F-4s
and many other American fighter and attack planes.

The area on the control panel on which the pilot can select the
weapons he wants to use in any situation.

Selection Panel

Nautical mile
(NM)

Nuggets
“On your six”

Operation

Ordies
Ordnance

Over the
beach

6076.12 feet which is equivalent to 1.15 miles.

Airmen on their first tour of duty.

Common call from a wingman telling you that you have an enemy
fighter or a SAM directly behind your plane.

A number of sections of aircraft with a common objective. Usually
the objective is the destruction of a primary and a secondary
target.

The men who load the ordnance onto a plane.
Weaponry.
The plane is over land. See Feet dry.

146 FLIGHT == ort ca INTRUDER

Paddles Nickname for a LSO (q.v.).

Paveway A “smart bomb” that uses a TV guidance system similar to that
used by the Walleye (q.v.)

Phantom II The official name of the Air Force’s F-4 fighter.

“PhantomMan” A cartoon figure adopted by the Navy as a method of pointing out
important information in their Phantom Flight Manuals.

Pitch The movement of a plane on the vertical axis.

PK Probability of kill.

POW Prisoner of War. You become a POW if you have been shot down
and captured, which is not a good position to be in.

psi Pounds per square inch.

Pullup Light —_A light on the control panel of the Phantom that warns the pilot
that he must pull up or crash.

RADAR RAdio Detection And Ranging.

Red Crown Radar picket ship in the Tonkin Gulf. It called all MiG radar
sightings and tried to cover SAMs as well. If MiGs flew “in the
weeds,” then Red Crown could not always spot them. While Red
Crown was very useful, it was not 100% reliable.

Reece A reconnaissance flight. See RF.

Redout A loss of vision or consciousness as the result of pulling too
many negative g’s.

RESCAP REScue Combat Air Patrol. These are the guys whose job it is to
find downed pilots and pull them out of the jungle or ocean.

rf Radio frequency.

RF Reconnaissance Fighter.

Retarded Fall The fall of any object that is being slowed down for any reason.
For bombing, it refers to the fall of a bomb that is slowed down by
vanes or parachutes.

RIO Radar Intercept Officer. The official title of the second man in the
two-seater Phantom. His responsibility was different than the Air
Force’s GIB (Guy in Back), a copilot who could, and often did, fly
the plane. The RIO’s sole job was watching for threats (either
enemy fighters or SAMs) and running the radar.

River Rat A pilot who has flown in combat north of the Red River.

Rockeye Anti-tank bomb.

Rookie Pilot without prior combat flight experience.

RPM Revolutions Per Minute. The percentage of power being produced
by your engine. See Thrust.

Rules of The specific rules that all pilots and bombardiers had to follow

Engagement over the skies of Vietnam. Breaking the rules was cause for a

court-martial.

SA-2 The official designation of the Russian Guideline SAM.

GLOSSARY 147

Saigon
SAM

SAR
Section

Shrike
Shuttle

Sidewinder
Sierra Hotel

Six o'clock

SL
Slats

Sortie
Sparrow
Stall

Stick
Stores
Super Engine

TACAN

TARCAP

TAS

Tico

Threat
Indicator

Thrust

Top Gun
Trap

Capital of South Vietnam. Now known as Ho Chi Minh City.

Surface-to-Air Missile. The SAM which the Navy had to contend
with in Vietnam was the SA-2.

Search And Rescue.

One or two planes which are used to perform a mission. See
Wing.
An anti-radar missile primarily fired at enemy SAM sites.

The device that attaches the front wheel of a carrier aircraft to the
catapult that launches it.

The AIM-9 heat-seeking air-to-air missile.

The military identifiers for the letters “s” and “h.” Pilots who were
extremely good were known as being Sh*t Hot, or Sierra Hotel.

The directly behind position. It’s a good position for an attacker, a
very bad one for the target.

Sea Level.

A movable auxiliary airfoil attached to the leading edge of a wing
which can act as a flap.

A launch of several aircraft to perform one or more operations.
The AIM-7 radar-guided air-to-air missile.

A loss of control of the plane due to low airspeed or radical
maneuvering in high altitudes.

A pilot’s directional control.
The bombload and other devices carried by an aircraft.

When using super engine, the plane’s airspeed is directly related
to the percentage of RPM applied and no other factors are
involved.

TACtical Air Navigation system.

TARget Combat Air Patrol. A group of fighters which patrolled
around the target area during an air strike.

True Air Speed. The equivalent airspeed corrected for error due to
altitude and temperature (air density).

The nickname for the aircraft carrier USS Ticonderoga.

A found radar display on the control panel which gives the relative
positions of various enemies and friendlies for about a 30 mile
radius.

RPM. The amount of power being produced by your aircraft's
engine. The terms Thrust and RPM can be used interchangeably.

The common name of the Navy ACM school.
Arrested (by hook and arresting wire) landing.

Twelve o'clock The straight-ahead position. Where you want an enemy to be.

148

UHF

Up North
VHF

WVI (or VSI)

Walleye

Waypoints
Wild Weasel
Winchester
Wing

Wing Leader

Wingman

Yankee
Station

Zoo

Zuni Rockets

FLIGHT caer rit

Ultra High Frequency.

Slang term for North Vietnam.

Very High Frequency.

Vertical Velocity Indicator (Vertical Speed Indicator). This dial
measures climb and descent rate in 1,000s of feet per minute.
The zero position is at 9 o’clock. Climb is represented by a

clockwise movement of the needle. For example, 3 o’clock
represents 6,000 feet/minute.

A TV-guided air-to-ground bomb where the pilot can see his target
through the missile’s TV camera.

Points on the map frequently associated with landmarks or ship
positions, which a plane is plotted to fly between to make sure it
is on course.

Originally an Air Force term for a ground attack on SAM and AAA
sites. Planes flying Wild Weasel strikes generally carried ECM
pods. See /ron Hand.

If an airplane is “Winchester,” it is depleted of weapons.

A complement of two planes used to carry out a mission. See
Section.

The lead plane in a wing.

The following plane in a wing. He mirrors the wing leader and
covers him if necessary.

Sea area in the Gulf of Tonkin where the U.S. Navy stationed its
carriers to launch air attacks into North Vietnam.

A nickname for the POW camp on the southwest edge of Hanoi in
North Vietnam.

Unguided rockets carried in cannisters for attacking ground
targets (though at least one MiG was brought down by a barrage
of Zunis).

INDEX

INDEX

A

AAA

Air-to-Air missiles
Abort Mission Option
Accelerated Action
ACLS

ACM

Actions

ADI

ADL

Afterburner (AB)
AGM

AIM

Aircrew

Airplane

Airspeed dial
Aircraft Information
Air Wing

Alpha Strike
Altimeter

America

AOA

AOA Indexer

AOA Indicator
Arrestor net

A-6 Intruder Specifications
ASI

Atoll

Ault Report
Autopilot

B
Badges
Bandit

149

50,51
29-30,50,110-111,134
73

19,138

23
96,99-104,127
38

15

95

26, 90,135
65,66,135
110-111
48-49

70

14

39,48

37

63,95

6,86

129

24,87 ,88
86,87 ,88
86

92

79

86

50

L2t
18,38,136

1
27

150

Bank
BARCAP
Bingo Fuel
Blackout

BN or B/N
Bogey
Bomb Run
Brakes Light
Break

Cc

Clag

CAG

Callsigns
Camera

Carrier Landing
Cat

CBU

Ceiling, low

CGA

Chaff

Climb Rate
Clock

Close Air Support
Coonts, Stephen
Cockpit
Collisions
“Colonel Toon”
COMED
Communications
Compass

Coral Sea
Corridor
Cosand, Norman
Court-Martial
Crew (see Aircrew)

FLIGHT a INTRUDER

17-18

ai OZ
27,105
76,96,99
21-24
52

49

90

100

22

8,37
12,106
70
92-94
4,17,21
66

21

9
23,135
18

86

33

4,95
14,15,26,84-91
76

83
14,18,135
78
15,86
124
20,32
65

51

INDEX

Cunningham, Randy
CV

Debriefing
Departure Time
Detail level
DIANE

Digital Readout
Dive Bombing
Dive Loop

DMZ

Dogfight
“Double Ugly”
Driscoll, Willie
Driver

Duty (see Mission)
Duty Roster

E

Easy Targets
ECM

EGA

Egress

End Mission option
Enemy activity
Engage
Engine Lights
Enter
Enterprise
Escort

EW

Exit to DOS

F

Feet wet
Feet dry

151

127
a1,

20,24,32,68
49

75
11,90
93

95

103
122,128
8

33

127

12,26,38

30,77,102
90,136
9

21

73
50,76
99

90

39

12

49

22

73

23
me

152

FFAR (see ZUNI)

F-4 Phantom Specifications

Flaps
Flares indicator

Flight Performance Envelope

Flip Yo-Yo

“Fly your needles”
FOD

Free Fall Bombs
Friendly

Fuel

Fuel Indicator
Fuel management

G

g

G-suit

GCI (or GIC)
Gear, Landing
GIB
Grumman
GSD scale
“Go dirty”
Ground crashes
Ground Fire
Guideline
Gulf of Tonkin

Hanley, Col. Phil

Hard Targets

Hanoi Power Station
Hardware Requirements
Head on

High G Y-Yo

Hot Start

coorme c= INTRUDER

8,25,80
18,90,135
88,135
97

101

24

34
116-119
8
77,105
86,90
105

5,96-98,103
4

51,64

18

35,36

11

88

24

76

50

50
122,125,129

33-36
30,77,102
39

9

102
100,103

INDEX
I

Icons

Immelman
Independence
Indexing Preferences To Rank
Information

Ingress

Input Devices
Installation
Intelligence, General
Intelligence, Target
Intruder (See A-6)
lron Hand

J

Jamming

Jink

Johnson, Lyndon Baines
Joystick

K

KA-6D aerial tanker
KC

Keyboard

KIAS

L

Landing, carrier

Latitude, Longitude

LD Scale

LGB

Lights, Phantom

Limited Arms Option

Limited Chaff & Flares Option
Linebacker

153

69

104

124

oe

69

21

10,74

10
39,40,41
39,40

49

136

95
122,127-128
9,10,16,73,74

79

66,67
10,17,74
23

20,32,92-94
44

88

114,115

89

75

75
8,128-129

154 FLIGHT om oF tHe xm

Lock-on
Look-up/Look-down
Low G Yo-Yo

LSO

Maddox

Map

Master Arm Switch
McDonnell

Meatball

Medium Targets
Midway

MiG

MiG-17 Specification
MiG-19 Specifications
MiG-21 Specifications
MiGCAP

Milliradians

Military Power
Mission

Mouse

M61A1

Multiple Weapons Control Panel

N

Nav light

Nixon, Richard Milhous
Normal Engines

Oo

“On your six”
Operation
Optical sight
Ordies
Ordnance

29,110
26-27 ,137
101

24

122

42

22,04
25,33

92

30,77

129
31,34,50
83

82

81

49
95,118,120,121
135

8,37
16-17,74
31,80,112
91

90
128,129
75

100
8,37-50,51-64
91

22

107-121

INDEX

Oriskany
Outside View
Oxy Low light
Outlaw, Edward

Pp
Paddles

Pause

Paveway Smart Bombs
“Phantom Man”
Photographs

Photo Opportunity

PK

POW

Practice Landings
Pullup light

R

RADAR

Radar, Phantom
Range, Detection
Ranks

Red Crown
Recce

Redout

Retarded Fall
Rifles

RIO

River Rat
Rockeye

Rookie

Route

RPM

Rules of Engagement

155

129
94, 106,134

90
124

24
17,135
80

104
73,137
20,71
34

87

93

91

19,22-—23,29,90,91,136
91

28

74

106

34

96,98
23,116,119,121
50

28,35-36,80
125

4

12

38

14

8,51

156 FLIGHT == orm =m INTRUDER
Ss

SA-2 Guideline 50
SAM 50
Saratoga 129
Scale Control 75
Scissors Maneuver 35,1:01.
Scramble 32
Section 48
Sensitivity 88,137
Shrike 113
Sharp, Grant 123
Shuttle 5
Sidewinder 28,30
Six o’clock position 27
Single Player Game 78
Single/Ripple 137
Sierra Hotel 2032, 7.
SL 27
Sortie 123
Sound 74
Sparrow 29,110
Stall 97
Step-by-step instructions, format 10
Stick 17
Stores 39,45
Strike Mission Tactics 95
Suicide Prevention 104
Summary Comparison of Planes 83
Super Engine 75
Sweep Line 91
Switch Alrcraft 8131
T

TACAN 24

Tachometers 87

INDEX

TARCAP

Target, Primary
Target, Secondary
Threat Indicators
Ticonderoga
Timing

Top Gun

Torpedo Boats
Turner Joy
Twelve o’clock position
20mm Cannon
Two-player Game

Vv

Vertical Loop
Videotape
VVI (or VSI)

WwW

Walleye

Warning Lights (Intruder)
Warning Lights (Phantom)
Waypoints

Weapon Stations
Weather

Wheel Brake Light

Wild Weasel

Winchester

Wingman

Y

Yankee Station

Z

Zuni Rockets

157

49

38

38

87

122

38

127
19,53,56,122
122

27
31,112
78

100
70,73,135
86,94

13,137
89-90

90
39,42,43,137
46-47

15

14

49

ar

137

105,122

122

158 FLIGHT orm a= [INTRUDER

NOTES 159

FLIGHT

A FINAL WORD

The Vietnam War tore America apart. It was an era that pitted young
against old, liberal against conservative, poor against rich, and black
against white. Over 58,000 Americans died. Another 153,000 where
wounded. The Vietnamese lost even more. Today, there are many opin-
ions and viewpoints about the U.S. involvement in Southeast Asia. Flight
of the Intruder is intended to give you the Naval Aviator’s point of view.

The Navy lost 377 pilots in Vietnam. For many aviators, the most upset-
ting part of the war was not the loss of life but the loss of life without
purpose. Many pilots were killed attempting to bomb meaningless tar-
gets. The Vietnam war became a war of statistics. Sortie, mission, and
target counts became more important than the lives of the people who
put their lives on the line every day.

This game is not intended to glorify the war but is designed to give you a
better understanding of the sacrifices we asked our warriors to make. We
at Spectrum HoloByte are attempting to give you a very realistic simula-
tion of the era. We want you to appreciate the effects of the rules which
we made our aviators operate under and to appreciate the effectiveness
of the North Vietnamese defenses.

When you play the game, play it as if you where in a real A-6 or F-4 in
Vietnam. When you are hit by a missile or shot out of the sky in the
game, understand that if you were a aviator in Vietnam, you would have
died. The men who flew in Vietnam did not have the ability to reset the
game or turn off the computer. They did not have the ability to simply turn
off the Rules of Engagement.

War, especially the Vietnam war, is not about machines and technology.
It’s about people and politics. It’s about lives and deaths. War is not a
game. It should never be reduced again to a collection of statistics. We
should never take decision of war lightly and never ask our youth to
sacrifice their lives without cause. Perhaps in the future we can live ina
world in which we are dedicated to building rather than destroying.

This game is dedicated to all those people who sacrificed their lives and
those who lost their dreams and loved ones in Vietnam.

Gilman G. ety ;

CEO/Chairman
Sphere, Inc.

INTRUDER

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Your sole and exclusive remedy in the event of a defect is expressly limited to replace-
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FLT-IBM-30 06-90