T game wing over vietnam

For Single Missions, enables you to select squadron markings, which will appear on the exterior of your aircraft. In a Campaign game, your squadron is predetermined. The Planning Map Screen shows an overhead view of the mission area, complete with color-coded icons that represent friendly and enemy units.

You should use this screen to become familiar with the navigation layout of the mission, the enemy line, and the type and number of known foes. The map shows the following elements of information for each mission. You can click-and-drag anywhere on the map to scroll in any direction. Displays basic information about the mission, target area and base. This area also displays waypoint and unit information, as described below. The red, jagged line on the terrain indicates the front line of battle.

As you progress through the Campaign, this line will move to reflect your success or failure. The black circle surrounds the area containing the main mission target. If you're having trouble winning a particular mission, you can try entering the target area from a different point. The icon with the dashed outline re-centers the map over the target area.

The Pilot Roster screen lists the current game date, as well as the type of aircraft being flown and the names of all pilots involved in the current flight. Pertinent information about each pilot's experience, success and current condition also appears here. Note that pilots not involved in this mission do not appear on this screen. States whether the pilot is available for duty or not.

During a Campaign game, the game tracks the status of all pilots in your squadron. Pilot replacements are flown in on a semi-regular basis. Describes the current physical condition of the pilot - Fatigued, Normal, Rested and Refreshed. Refreshed is the highest level available.

You will also view any new medals you receive as a result of earning points for that mission. You have several other options in this screen. From any other post-mission screen, you can click Debrief at any time to return to the mission summary. Finally, a kill tally also appears for each pilot involved in the mission. Save the mission score for the currently selected pilot and return to the Main Screen. View detailed pilot records containing a complete history and statistics for your pilot.

This screen shows a detailed record for the currently selected pilot. For each pilot, you can choose to view the individual record or the record for multiplayer play. The rank, score, ratings and missions that appear in the right-hand box reflect the pilot's accumulated scores. When you click the Pilot Record button all missions flown in single-player modes are calculated into these results. When you click the Multiplayer Record button only multiplayer missions are considered. Adjust various game settings such as gameplay, graphics, sound and controls options.

You can change many of the game's options by setting them in the Options Screen. To access the options from anywhere in the game prior to flight, simply click the green aircraft icon in the upper left corner of the screen, and then click Options. Click on the name of a section to jump to that option category. The Gameplay subscreen lets you change difficulty settings that affect how hard or easy the game is to play. The Graphics subscreen allows you to change options that affect video settings.

In general, the fewer textures and less detail you specify, the better the game performance. Older, slower machines operate best at lower graphical settings. If you have a top-end system, you can leave everything on the highest setting and enjoy increased video quality. Medium settings are generally recommended for machines that meet the minimum system requirements.

However, if the video is jerky or slow, try disabling some of these settings or lowering the detail levels. The Sound subscreen lets you change audio options for the game and any external speakers you have attached to your computer. To adjust the volume slider bars, click on the desired part of the bar. You can also click-and-drag the slider left to reduce volume, or right to increase volume. The Control subscreen lets you adjust your joystick's sensitivity and deadzone settings.

This section covers the basic forces that operate on your aircraft, gives an overview of the cockpit and its instruments, illustrates some basic combat maneuvers and how to use weapons, as well as providing details about all the aircraft found in the game. Four forces operate on all aircraft: lift, gravity, thrust and drag. It is the combination of these forces that allows a plane to fly. Lift keeps an aircraft airborne, and is mostly generated by airflow over and under the wings.

A lot of factors are involved in how much lift is present at any given moment, including a plane's airspeed, the shape and position of its wings and their angle of attack. Gravity, on the other hand, is always constant and is the force counteracting lift, trying to pull an aircraft straight towards earth, no matter its orientation.

The balance between these two determines whether an aircraft ascends or descends in level flight. Thrust propels an aircraft forwards and is adjustable by throttle. In jets it is generated by turbojet engines and afterburners, if so equipped.

It is counteracted by drag, the amount of friction a plane's shape must overcome when flying through the air. Thrust and drag are affected by a number of factors, including air density, variable at different altitudes. Aircraft have three axes of movement: pitch, roll and yaw. Each has a corresponding flight control surface.

Sufficient airflow over these control surfaces allows a pilot to "steer" a plane in an individual or a combination of axes. Pitch is the angle of the nose of a plane relative to the ground and is controlled by an elevator or an all-moving horizontal stabilizer found to be more effective as aircraft approached high subsonic and supersonic speeds.

Elevators and moving tail surfaces are found at the rear of an aircraft and are controlled by pushing the flight control stick forward or pulling it backward. This is the quickest and most effective way to make your plane's nose point up or down. Roll is a rotating movement on the longitudinal axis running through the center of a plane from front to back, also known as bank.

When an aircraft banks, one wing rises or lowers relative to the other. Roll is operated by ailerons, found on the trailing edge of each wing. These are activated by pushing the flight stick from side to side. If you want to change your aspect from right side up to inverted - or any position in between - use the ailerons. Yaw is movement of the nose on a horizontal plane, much like the steering of a car. Yaw is controlled by the rudder, a vertical airfoil found on the tail of a plane.

It is operated by a set of pedals, which also control the nose wheel when on the ground. In aircraft with a high sweepback to the wings, the rudder can also be used to initiate roll when the wings are at a high angle of attack and ailerons prove ineffective.

Following Newton's First Law of Motion, which states that "an object at rest tends to stay at rest and an object in motion tends to stay in motion," objects also naturally resist a change of state to their motion velocity ; this resistance is called inertia.

The more mass that an object has, the greater the effect of inertia. How this applies to aircraft is that they will tend to resist a change to their path of movement, despite the pilot moving the controls.

That is, the vehicle's momentum will want to continue to carry it along its center of mass's original path. While an aircraft's orientation in space may change, its actual flight path may lag behind where the aircraft is pointing, and it can take a while for the plane to "catch up" to its new heading.

The higher the velocity, and the greater the mass, the more evident this is. Unless you have chosen to use the Easy flight model, remember that an aircraft isn't like a train on rails that will instantaneously go exactly where it's pointed. You have to take into account its inertia. This is especially important if you are planning on making wild maneuvers with a full bomb load or at high speeds!

On the pitch axis, the difference between where the nose is pointed and where the plane is actually traveling its velocity vector is called the Angle of Attack AoA. Often times even when the nose appears level with the horizon the aircraft may still be ascending or descending according to how much lift is being generated by the wings. By increasing the angle of attack, both more lift up to a point! Unfortunately, this added drag will have a degenerative effect on speed, and this in turn decreases lift.

The deceleration can be counteracted by applying more throttle if there is more power available and, when used on the vertical plane, thrust combined with lift can overcome the force of gravity. As you can imagine, it's all a delicate balancing act! On the yaw axis, the difference between where the nose is pointing and where the plane is actually traveling is known as the slip angle. Having a high slip angle greatly increases drag, as airflow slams into the side of the aircraft rather than parting around it.

In combat it can sometimes be useful to momentarily have a high slip angle to bring the nose to bear on a target. Lift is generated by wings at an angle roughly perpendicular to where they attach to the aircraft, originating from its center of mass. The direction in which lift occurs is called the lift vector. In level flight this is straight up, away from the ground, and directly opposite to the force of gravity.

By rotating on the roll axis, the lift vector no longer remains in precise opposition to gravity, and the balance between the two is disturbed. With less lift opposing gravity, the plane naturally loses altitude.

In flight pilots often anticipate and counter this loss by pointing the nose slightly above the horizon when banking. The degree to which the lift vector varies from the direct opposite of the force of gravity is called the bank angle. Stalls occur when there is not enough airflow over the wings to generate lift. The higher an aircraft's speed, the more lift it creates; conversely, the slower it travels, the less it generates.

Eventually, it can slow down enough that lift no longer counteracts the force of gravity, and the plane will simply drop. This is known as a low speed stall and the velocity at which it happens will vary between designs of aircraft. The only way to recover from such a situation is to increase speed so that lift can once again be generated by the wings. A low speed stall close to the ground can be especially deadly, since there may not be enough time or altitude to recover.

Stalls can also occur at high speeds. Generally speaking, the greater a wing's angle of attack, the more lift it generates. There comes a point, however, where the angle of the wing is sufficiently steep that airflow over it becomes disrupted and so turbulent so that the wing can longer create lift, despite a high velocity. This is known as a high speed or an accelerated stall. Easing off back pressure on the stick, thereby decreasing the angle of attack of the wing, will allow proper airflow to once again resume and lift will be restored.

High speed stalls most often happen during violent maneuvers. Many of the fighter planes modeled in Wings Over Vietnam have a high sweepback to the wings. Sweepback was first utilized by the Germans during WWII with their revolutionary Me jet fighter, and it was subsequently discovered to be vital for aircraft that would be traveling at high subsonic and supersonic speeds. Highly swept wings require a higher angle of attack to produce the same lift as straight wings, but this is a fair trade-off for the higher speeds they allow.

They also don't share the same stall characteristics. As they reach higher and higher angles of attack, the rate at which lift increases actually declines; finally, lift itself actually decreases without the sharp break that happens with traditional wings. Furthermore, at particularly high angles of attack, the rolling effect produced by ailerons is significantly reduced and can actually create adverse yaw effects that can only barely be countered by the rudder.

Therefore, in this particular situation, using the rudder and sideslipping creates more roll and proves more effective than using the ailerons, known as "dihedral effect. Combat Air Patrols involve flying within a dedicated area and remaining on the lookout for incoming enemy air threats. Aircraft are not allowed to stray too far from their assigned waypoints, and often have to loiter for long periods of time.

Any hostile aircraft that enter the CAP area are to be destroyed before they can reach their targets. Escorts are fighters that have been tasked to stay close to and defend friendly aircraft from hostile air attacks. Escorted aircraft are often strike fighters or bombers, and escorts usually fly in close formation with them. The goal of an escort mission is not to destroy enemies, but to protect the assigned aircraft. Convincing enemy fighters to break off an attack is a key ingredient of a successful escort mission.

Strike missions involve attacking enemy surface targets either in close support of ground forces or to knock out defenses and other targets deep behind enemy lines. Specific Air-to-Ground ordnance suitable for the target is almost always required and is only to be jettisoned when directly attacked, likely preventing any possibility of mission success. Close Air Support means to engage enemy ground units close to, and in support of, friendly ground forces from the air.

CAS can be both defensive or offensive, and great care is required as friendlies will be operating near targets. The targets of air defense suppression missions are enemy ground positions that pose a threat to friendly aircraft in a specific area.

Knocking out these defenses is vital to allow friendly air forces to operate with impunity, and SEAD aircraft are often the first to arrive over a target area and the last to leave.

They are usually the most demanding missions. Sometimes referred to as Search and Destroy missions, the primary goal of Armed Reconnaissance is to find and attack targets of opportunity. Mission orders are not specific and any hostile forces within the assigned area should be considered legitimate targets, including all types of mobile equipment.

All of the flyable aircraft modeled in Wings Over Vietnam share many of the same cockpit instruments. While they may differ slightly in appearance, they function in much the same way, as explained below. The following list is of the basic instruments needed to play the game, and most aircraft will actually have more than presented here. The F-4's airspeed indicator is divided into two parts: the right hand side of the gauge measures airspeed up to roughly knots, and the numerals on the left hand indicate a percentage of Mach by tenths.

The speed of sound varies according to air density and therefore altitude. TAS is velocity through space, while IAS is a measure of airflow, variable by air density and wind conditions.

Altimeter The altimeter measures altitude above sea level via barometric pressure. Radar Altimeter Found in the cockpits of the A-4 and F-4, this gauge indicates feet about ground level as measured by a radar return.

Numbers on the top of the gauge indicate a climb, numbers on the bottom a descent. Attitude Indicator Sometimes called a Horizon Ball, this gauge shows the aircraft's orientation relative to the horizon with the sky shown as light blue. Horizontal white lines show pitch in degrees of ten, and fixed hash marks to the outside are used to measure bank angle.

Attitude Director Indicator This instrument works similarly to the Attitude Indicator, but has more detailed information, including a heading reference scale, bank indicator and a turn and slip indicator. Turn-and-Slip Indicator This instrument measures bank angle and sliding on the yaw axis. Angle-of-Attack Indicator A measure of the pitch of the aircraft as divergent from its actual flight path.

In other words, it compares the difference between the flight path and the actual pitch. Radio Magnetic Indicator Navigational equipment available on the A-4 and F, this instrument contains a fixed compass card with two rotating pointers. The wide pointer indicates the ground track heading of the aircraft, and the narrow pointer indicates bearing to the next waypoint.

Consisting primarily of a rotating compass card, it also has a pointer marking the correct bearing to the next waypoint and digital numerals to show the range to it in nautical miles. The large pointer just outside of the rotating compass card shows the correct bearing to the next waypoint from the current position.

The long arrow bisecting the entire gauge shows the course from the previous waypoint to the next waypoint. The digital numerals on the left, bottom side of the gauge measure range to the next waypoint in nautical miles. Lastly, the innermost component measures current course deviation from the line between the previous to next waypoint. Range Indicator A basic gauge showing range to the next waypoint in nautical miles.

Internal Fuel Quantity Indicator A measure of available fuel in all internal tanks. Fuel Flow Indicator A measure of the amount of fuel flow at the current throttle setting and therefore, consumption. Tachometer An indicator of engine revolutions per minute, measured as a percentage of total allowable RPM. Engine Nozzle Position Indicator A gauge to indicate the current aperture of the jet nozzle.

Exhaust Gas Temperature Gauge A measure of the heat of the exhaust from the jet engine. Excessively high heat can indicate an engine malfunction or engine overuse at high settings. Oil Pressure Gauge An indicator of oil pressure in the engine. An overly low reading signifies a malfunction. Oil Quantity Indictor A measure of the amount of oil present in the oil receptacle. A low reading could signify a leak, or an overly hot engine.

An engine that runs with too little oil will sustain damage and may stop functioning altogether. Hydraulic Pressure Gauge A measure of the pressure of hydraulic fluids that are used to move control surfaces. A low reading could mean reduced or total loss of control of any or all of the ailerons, elevator and rudder. Caution Light A master warning light signifying a general malfunction. Check all gauges and systems if lit. Armament Control Panel A weapons panel to indicate status of weapons and related systems.

It can also identify if the threatening radar is in search mode or is tracking the aircraft. Possibly the most complicated instrument in the cockpit, the radar scope is found in the A-4 Skyhawk and F-4 Phantom II. It can be placed in standby mode to avoid detection by hostile forces and leaving it on for prolonged periods may increase the chance of malfunction. Acquisition and Track modes are modes operated automatically by the radar system. Not all aircraft in game have radar on board, and not all radar have the same capabilities.

The F-4 radar has a maximum search range of miles and a track range of 50 miles; The A-4 radar has Ground Map and Terrain Avoidance modes only, for example. In Search mode the radar antenna sweeps the sky in front of the aircraft, displayed as a vertical line tracing across the scope. The range can be set to 10, 25, 50, or miles in the F Longer range settings also scan a greater arc vertically.

Targets are displayed as a momentary blip on the B-sweep, and a bracketed acquisition bar can be manually cycled through all targets on the scope when the display range selected is within the radar's track range.

The radar system can then be ordered to attempt to lock on and track the target with the acquisition symbol, at which point the system will automatically transition to Acquisition mode. Rather than sweeping, in Boresight mode the radar antenna is fixed on a reference line directly ahead of the aircraft. Acquisition Mode is an automatic transition layer between Search or Boresight modes and Track mode.

A Range Gate Strobe will move from the bottom of the display toward the selected target symbol as the system attempts to lock on and track the target. If successful, the radar will then automatically transition to Track mode. Once a target is being successfully tracked, Track mode will display angle and range tracking information and the system will automatically keep the antenna pointed towards the target. As long as the lock is maintained, a radar-guided missile can be fired at the target.

A large Range Rate Circle will appear in the display with a small break in its perimeter, known as the Vc Gap. The orientation of this gap indicates the rate of closure to the target.

When the gap is in the 12 o'clock position, this signals the distance to the target is constant. A clockwise rotation of the gap designates decreasing range, and a counterclockwise rotation an increase.

The actual position of the Vc Gap indicates the following:. In Ground Map mode, the radar will scan the terrain ahead with a PPI sweep, tracing an arc across the face of the scope. Significant terrain contours and any ground targets will be displayed. The simplest radar mode, Terrain Avoidance displays any obstacles that lie ahead parallel to the aircraft's current flight path with a clearance plane elevation fixed at feet below. If an object appears in the scope, climbing until it disappears will avoid it.

This section covers the basic knowledge guiding air combat, a necessity for any successful pilot. There are a few basic rules of thumb that all fighter pilots live by in combat, especially when in gun range.

Learn them well, as they may just save your virtual life! The first is "Lose sight, lose the fight. The moment you lose sight of a bandit you can no longer tell how it is maneuvering or if it is threatening your aircraft. Make it your first priority to re-establish sight of it! Similarly, a high flying aircraft can dive to pick up speed and for this reason "Altitude is life! This trade-off between altitude and speed is known as "energy.

Needless to say, energy management and keeping your options open is critical in a dogfight. A third basic tip is not to fly straight and level in combat. Keeping a constant course makes you easy prey and is very predictable. Also, learn to think in three dimensions: not only do aircraft move about on a horizontal plane, but they can also use the vertical one very effectively. By using vertical maneuvers, a pilot can easily turn the tables on an opponent that insists on making only flat turns.

As explained in the Flight Basics section, the lift vector is the direction in which lift is applied on an airframe. Lift as a force is not only used to counter gravity, but it can also be used in maneuvers.

Since lift is effectively "pushing" your aircraft in a known and constant direction, you can use that force to your advantage. Rolling an aircraft so that your lift vector points towards your target will force you to accelerate towards it; subsequently increasing pitch by pulling back on the stick will then increase your turn rate toward it subject to certain limits, see below.

When following an enemy aircraft, keeping your lift vector on the same plane of motion as that of your foe can help you turn inside of it and set up a kill. G force is the measurement of inertial loads, with 1G being the normal force of gravity.

The higher an aircraft's velocity, the easier it is to increase G loading during maneuvers. G forces act on both pilots and aircraft, sometimes with negative consequences.

Sustained high positive Gs send blood rushing out of a pilot's head, and can lead to increasingly grayed vision and eventually unconsciousness, known as "black out. In order to recover from either black out or red out, G loads must be reduced to allow more normal blood flow to the brain and eyes. Aircraft can also be damaged if Gs are allowed to climb too high, even if only for a moment. As airspeed decreases the ability to initiate and hold G forces is reduced.

Turn Radius is the size of a circle flown by an aircraft as measured from the center and decreases as velocity is reduced. While this is an important figure, the fighter that can turn the tightest isn't always at an advantage in a dogfight.

Turn Rate - the speed with which the nose changes heading, measured in degrees per second - is even more significant. Since firing air to air weapons is generally done from the forward aspect of a fighter, the rate at which the nose can be brought to bear onto a target is critical.

Thus, even though an aircraft may be creating a wider circle than its opponent, if it can travel around that circle more quickly, it is at an advantage. At any given velocity and G load, an aircraft has a specific turn radius and turn rate. At high speeds turn rate is limited by the amount of G forces that can be sustained. As speed lowers and maximum Gs are maintained, turn rate increases.

This seems ideal but, as mentioned above, as airspeed is reduced, so is the ability to hold Gs. The slowest speed at which maximum Gs can be applied is known as Corner Velocity and is the point at which an aircraft has the maximum instantaneous turn rate. Corner Velocity will vary between aircraft and is important to learn, as this is where a fighter will perform at its best.

Unfortunately, most aircraft don't have enough thrust to maintain this velocity under maximum G loads and will find that their turn rate decays as their speed and hence Gs decrease.

The maximum constant velocity that can be held with the highest steady G load is known as Sustained Corner Velocity and results in a steady rate of turn. One of the reasons energy management is critical is so that pilots can temporarily achieve corner velocities above the sustained rate and as close as possible to the instantaneous turn rate.

Named after Max Immelman, a German pilot during the dawn of aerial combat, WWI, this move involves pulling back on the stick and climbing through the vertical as part of a half loop. At the top of the loop, when the aircraft is inverted, the pilot rolls through degrees to be right side up and facing the opposite direction from where the maneuver was started. The aircraft finishes at a higher altitude than it began, with a resultant loss in velocity. Useful for changing direction quickly, it can be dangerous when pursued closely since an opponent can easily achieve a firing solution when the plane is slow towards the top of the loop.

Insufficient speed before entering an Immelman will result in a stall. The Split-S can be considered the counterpart to the Immelman, since it is also a half loop. However, in this case the pilot rolls inverted before pulling back on the stick and then performs the half loop while descending. The end result is a degree change in direction, a loss of altitude and a gain in airspeed. It is critical that it be performed with sufficient height to avoid flying into the ground.

Mainly a defensive move, it can also be used if an opponent flies beneath you in the opposite direction. The half roll is executed before the loop since a pilot can withstand many more positive Gs than negative ones.

A break turn is used to quickly defeat a guns solution by a hostile aircraft that is rapidly closing from the rear aspect. It is executed by banking either right or left and pulling back on the stick rapidly so as to carve a tight turn and force an overshoot.

It is imperative to turn into the attacker and not away from him, as the latter would give him an even easier shot. A break turn is best performed level with the horizon or lower to avoid a pop-up in altitude and loss of speed, thus unwittingly becoming an even easier target. Break turns are most effective when the pursuer has a significant speed advantage and therefore cannot pull as tight a turn.

A Yo-Yo, whether high or low, is a very effective offensive tactic against an opponent that insists on making flat turns. Its principle advantage is that by using the vertical plane an aggressor can create an offset path of pursuit and thus gain an angle on the enemy. The Yo-Yo is performed by rolling outside of the horizontal plane during a turn and pitching up or down, followed by an opposite roll back into the original turn.

The end result is that you will have effectively "cut the corner" of the flat circle and will find yourself more squarely on your opponent's rear.

The High Yo-Yo should be used when you have energy to spare and are above Corner Velocity, while the Low Yo-Yo should be used when you need to gain speed to reach your instantaneous turn rate. In CAGE mode the gunsight reticle is fixed along the radar boresight line of the aircraft.

By these means the sight effectively predicts where cannon fire will go, given your current G load and range to a selected target. Place the predictor sight onto the target and fire guns to hit it.

If no air target is selected, the sight defaults to a range of 1, feet. The range bar moves from roughly the 1 o'clock position delineating maximum range to the 6 o'clock showing minimum range and reflects different distances according to the weapon selected. Aerial combat during the Korean War and even into the early s was still very much a visual affair. While bogeys could be plotted on airborne radar at quite a distance, fire control technologies that existed were quite primitive by today's standards and downright unreliable.

Heat-seeking missiles had to be fired within very specific parameters, and cannon still proved very effective for in-close fighting. This lesson is evident by the case of the F-4 Phantom II, which began life without any onboard cannon and was overly reliant on missiles; it later had gun pods fitted, and finally had a 20mm Vulcan cannon installed in the nose by On board fire control radars of the s could only lock onto one enemy at a time, and radar-homing missiles had to "ride the beam" to their targets, not having their own independent guidance systems.

Missile technology evolved quickly, though, and Air-to-Air capabilities steadily increased throughout the decade. The F Super Sabre and A-4 Skyhawk can only be equipped with heat-seeking missiles and don't have the capability to fire radar-guided ones. Infrared IR missiles track the heat signature produced by a jet's exhaust. To be used successfully, they have to be fired from the rear aspect of the target; otherwise, they will not pick up a heat source properly.

Early versions were sometimes fooled by other objects that radiate heat against the sky like the sun or clouds. Even the most modern heat-seeking missiles can still be fooled by flares. When AIM-9 missiles are selected, you will hear a constant medium pitched tone known as a "growl. The sensor of a heat-seeking missile has a limited field of view, so in order to "get a tone," the target has to be roughly within your gunsight it will have automatically switched to CAGE mode and within range of the seeker head.

Early Sidewinder missiles could not be fired when pulling too many Gs. Likewise, a missile also has maneuverability limits, and if it is fired from too close a range or too high an aspect angle, it may not be able to turn sharply enough to engage the target.

The best way to ensure your missile hits is to have a constant tone and to be following the target in pure pursuit without a high G load. Radar-homing missiles RHM rely on information from a radar signature to find their way to a target. They operate at a much greater range than heat-seeking missiles and can be fired from any aspect, meaning you do not have to maneuver to the rear of a bandit.

While in flight, they require radar information constantly provided by the aircraft from which they were launched. Unlike a heat-seeking missile which is "fire and forget", their guidance depends on a radar lock being kept by your Phantom II and the target being illuminated.

At longer ranges this can be defeated by enemy radar jamming, and only one target can be illuminated at a time. Hostile aircraft can also employ chaff defensively to defeat radar locks. For information on how to achieve a radar lock using your radar scope, view the Using the Radar section of this manual. It has a reputation for being inaccurate and unreliable, yet is used on almost all US Navy fighter and attack aircraft, including the A-4 Skyhawk.

It is found on the F Super Sabre. It is simple, easy to use, and reliable; it is employed by a wide variety of Western fixed wing combat aircraft and helicopters. The performance of AIM-9B, the first production version of the Sidewinder entering service in , however is in many unsatisfactory. The range of planes is pretty good and the flight and combat modeling straddles the line between hardcore realism and ease of entry.

It's not a standout in the genre, but the rarity of the theater makes it an attractive game for sim fans. All this publication's reviews Read full review. Those who will only settle for the best in terms of flight model fidelity and cutting-edge graphics should let this one fly on by. PC Gamer. The simplified avionics are well-suited for novice PC aviators, but with Wings' bland terrain and cookie-cutter campaign missions, it just doesn't pack enough ordnance for disconcerning jet-sim fans.

All this publication's reviews. PC Format. Only the inherent fun of multiplayer dogfighting saves it. User Reviews. Write a Review. Positive: 0 out of. Mixed: 0 out of. Negative: 0 out of. Play Video. Wings Over Vietnam Gameplay Movie 2. Wings Over Vietnam Gameplay Movie 3.

Essential Links. By Metascore By user score. This game is no longer abandonware, we won't put it back online. Wings over Vietnam is available for a small price on the following websites, and is no longer abandonware. You can read our online store guide. MyAbandonware More than old games to download for free! Browse By Perspectives 1st-Person, Behind view. Buy Game Store. External links PCGamingWiki.