Manual

1942 PAW Tech Supp 8/15/97 10:07 AM Page 1
TECHNICAL SUPPLEMENT
To play 1942 THE PACIFIC AIR WAR your computer must have: HARDWARE &
• a 386SX processor or better (For best play, we recommend at least a full SYSTEM
386 with a system speed of 33Mhz or more.); REQUIREMENTS
• at least 594,000 bytes (580Kb) of free conventional memory;
• at least 1.6Mb of free EMS (expanded) memory;
• 14Mb of free space on the hard disk (Note that you can save some space
by removing some unessential files: open.flc (the title animation) is
1,563,324 bytes, mpslogo.flc (the MPS animation) is 794,272 bytes, and
anim.cdf (the newsreels) is 1,544,136 bytes.);
• VGA graphics or better;
• a joystick or a mouse.
For ease of play, convenience, and to take advantage of some of 1942 THE PACIFIC
AIR WAR’S advanced viewing features and flight film editing functions, we strongly
recommend that your computer system include both a joystick and a mouse.
1942 THE PACIFIC AIR WAR supports most of the available flight add-on hardware.
We have provided a configuration file for the WCS Mark II — 1942paw.adv. Consult
your Thrustmaster documentation for instructions on using this configuration file. If
you have a problem using a particular device with the game, please contact
MicroProse Customer Support for assistance.
COMPATIBILITY ISSUES
Please note that this list includes only the known conflicts and incompatibilities.
Since no test procedure can ever be totally comprehensive, you may run into
undiscovered problems. Please consult with Customer Service if you do.
This game has not been tested under Microsoft Windows; therefore we suggest you
do not use it with Windows. Chances are very good that the two will not work together.
We strongly recommend that you not have any Terminate-and-Stay-Resident
programs (TSRs) loaded into memory when playing 1942 THE PACIFIC AIR WAR. Not
only will they decrease the amount of free memory available, thus slowing the
game, but there may be unpredictable interactions.
If you experience keyboard response problems using a Tandy computer, the a
status of the keyboard may be reversed. That is, pressing A results in the aA and
vice-versa. To fix this problem, tap on the a key until the status returns to normal.
We apologize for the inconvenience, but there seems to be something unique to the
Tandy keyboard BIOS that causes this problem.
In some Packard Bell computers, there may be a conflict between the standard
MicroProse boot disk application and some memory configurations. If you
experience a lock up while using a boot disk made by the 1942 installation program,
you’ll need to change one line in the config.sys file on the boot disk, thus:
device=c:\dos\emm386.exe ramx=b0000-c400 /d=48 frame =e000 6800
should be:
device=c:\dos\emm386.exe 2048 ram
for DOS version 5.0, and
device=c:\dos\emm386.exe ram highscan
for any version higher than that.
If your hard drive is “doublespaced” and you experience problems using a boot
disk, please add the following line to the end of the config.sys file on the boot disk:
devicehigh= c:\dos\dblspace.sys /move
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Quick Cruise FEATURES

When you’re watching the mission progress from the Pilot Map, sometimes UPDATE
accelerating time is not enough. For those who want to cut right to the chase, the
Quick Cruise feature has been added. Press to move immediately to the combat
area. As soon as your planes reach cruising altitude, you will be translated to the
target area. Note that time and fuel will be used, but you won’t have to sit and watch
it happen. (Of course, you can not use this feature if you’re already in combat.)
Cycle Guns
Sometimes, in order to conserve ammunition, you may not want to fire all of your
guns at once. Real fighter pilots had the freedom to fire whichever of their guns
they thought would be the most effective against a particular target.
1942 THE PACIFIC AIR WAR gives you the same option. Your gun setting at the
beginning of a mission is All, so all of your guns will fire at once. Using the Cycle
key S, you can switch through the three possibilities — All, Primary only, and
Secondary only. Note that each model of aircraft follows a different pattern (they
all have different gun set-ups, after all).
Trimming
The automatic trim feature will cope with most (if not all) of the necessary
trimming. However, there are always those who want to do more or who are not
satisfied with the results of the automated process. For these folks, we have
included a manual trim function. Set the controls in the positions you wish to trim
them to and press the Trim key ( aT ).
Reality Options
In the Carrier Battle, two of these options — Sightings and Battle Reports —
have been combined into the Reports option. The flight option Enemy Skill has
been added.
A new option, Flight Model, has been added to both of the Realism Options
menus. If you choose the Realistic flight model, you will have to contend with
engines overheating, wings breaking off when you exceed the structural integrity
envelope of the aircraft, nose trim, effects of engine torque, dive buffeting, and
other annoying (but realistic) problems. Arrestor cables will only be strung on the
rear third of the carrier deck, rather than all over it. If you prefer not to deal with
this sort of thing, select the Unrealistic flight model.
Another new option, Training Mode has been added to the flight list. If Training
is enabled, you will not get any points for your mission. You will, however, have a
few advantages. The enemy planes will be unpiloted drones; they will fly poorly
and will not fire on you. In addition, your aircraft will be supplied with unlimited
bombs or torpedoes. You cannot use Training Mode during career missions.
The Dud Torpedoes option has been removed from the flight options.
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Mission Builder Note

When creating a mission, it is important that you choose the Home Base and
Target before you begin creating flights. If you change either of these selections
after giving orders to any of the flights of planes you have created, those orders
will be re-set. Remember, despite the implication in the manual that you should
create flights first, we recommend that you choose the Home Base and Target first.
Air Search Note
During a Carrier Battle, if you decide to change the scope, range, or direction of
an air search while the search is in progress, remember that the change will not
take effect immediately. The aircraft involved must return to the carrier or base to
receive their new orders.
Creating and Editing Flights
In the Mission Builder, the Nationality button has been removed from the
Flight Editing Box. In its place, an Delete Flight button has been added. Use this
button to remove the highlighted flight from the flight list. Note that, for
convenience, flights of both nationalities are now listed together on the same list.
(Note also that you can not change the nationality of a type of aircraft — no spies.)
The Cockpit Red-Light
Night missions without radar are extremely hazardous, and were therefore rare in
the Pacific theater of this war. Nevertheless, you will occasionally begin or end a
mission in darkness or near-dark conditions. Since the instruments in the cockpit
tend to be difficult to read in the dark, the designers included a light in the cockpit.
This light is red, on the theory that your night vision will be reduced less by a red
light than a white one. To turn this light on and off, use the Lights key, L .
Auto-Scroll
Though it is often useful to have the Cockpit Map keep your aircraft on-screen,
sometimes you might wish to override this behavior. You can use the Auto-Scroll
buttons on the map key to choose which functionality you prefer. You can also
use the keyboard shortcut, aS, to toggle Auto-Scroll on and off.
Credit for Kills
When an aircraft is shot down and a kill is verified and recorded, only one pilot can
get credit for the kill. Note that the pilot who got off the last shot does not
automatically get the kill. Whoever did the most damage to the destroyed plane gets
the credit, even though he may have left the job half done. (Who said life was fair?)
Hardware Calibration
As described in the manual, the calibration of your joystick(s) is automatic. This
goes for all of the supported add-on hardware, too. At any time before you enter
your aircraft, move each controller (pedals, throttle, etc.) to the limits of it’s
movement to engage the automatic calibration. Note that for joysticks which
include the “hat”, you must calibrate the hat as well. A new feature, the Calibrate
button, has been added to the Controls Configuration. This feature allows you to
see the calibration routine working, in case you suspect that a particular controller
is not being recognized or calibrated correctly.
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Autopilot Note
The description in the manual of the way the autopilot controls your plane is valid
only in Training Mode. When you are not in that mode, the autopilot will not
engage in combat or land the plane. You will be notified when combat is joined,
so that you can take control.
Ditching
To successfully ditch your plane in the ocean, you must hit the water at an
extremely slow speed. The best bet is to stall below 50 feet. For career and
scoring purposes, a ditch will be treated exactly as a bail-out. The chances of
being rescued, captured, or killed are the same.
Cruising Altitudes
When a strike flies to a target, there is always a lead flight that everyone else
follows. For mutual fire support reasons, the flights in a strike stay close to each
other until they reach their target. Because of this, you may only adjust the
cruising altitude of the lead flight. All other flights will automatically adjust their
cruising altitudes to match.
The Padlock Feature
The “Padlock” view is only available when you’re in Virtual Cockpit mode. To
activate the Padlock feature, you must first choose an enemy to “lock” (just as in
reality). Swivel your head around until you can see the enemy. Pressing J will
lock the Padlock View onto whatever aircraft is nearest the center of your view.
Now, whenever you press Button #2, your virtual view will center on the locked
plane. As long as you hold the button, the view will move to keep the locked
plane centered. Press J again to unlock the target.
Carrier Battle 3-D Engagement
If you abort your piloting in an engagement that is part of a Carrier Battle game
before the mission is completed, the computer will finish the attack as though you
had selected to observe the engagement. Keep in mind that, due to limitations to
the number of planes that can be represented in 3-D, damage from large strikes
will be a combination of the damage done in 3-D and damage calculated
statistically. Your performance in 3-D, however, will have a limited effect on the
outcome of the statistical damage.
Japanese Radios
This is not a bug — the Japanese pilots do not receive radio messages, as the
Americans do, because the Japanese planes of the time did not carry radios.
Scuttling Ships
In a Carrier Battle, when a severely damaged ship slows a Task Group down to a
degree that is dangerous to the remaining ships, you should scuttle that ship. This
was not an uncommon practice during the war, and was used primarily to prevent
the enemy from capturing the ship. You can scuttle ships using the
Damaged Ships option in the Task Group menu.
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MODEM PLAY What could be better than destroying enemy aircraft in a World War II flight
simulation? How about destroying one of your friends in a World War II flight sim?
The Modem Play update has been added to this version of 1942 The Pacific Air War
for those of you who want to fight your friends in the skies over the Pacific Ocean.
Using Modem Play, you can fight in any of the planes that you can pilot in the
game. Note that, if you want to play in a mission that was created with the
Mission Builder, it is necessary for that mission to have at least two flyable planes
and no more than six planes all together.
SET-UP
In order for two computers to play 1942 The Pacific Air War, it is necessary for
them to be connected via modem or null modem cable. Prior to playing, one
computer must be designated as the Connect computer. What this means is that that
computer will be the one that makes all the final decisions on what type of game
both computers are going to play.
To begin, click on the new Modem Play button on the Main Menu. The
Modem Play Menu appears. At this menu, you must specify which is the Connect
computer and which computer is going to Wait on Connection. Also, you must
select a Modem Rate and specify which Comm Port your modem or null modem
cable is connected to. (We strongly recommend that both computers use the same
baud rate; in the case of a direct connection, this is mandatory.)
When you finish, the game will check the status of your system. If you are using a
direct connection, ignore the “Modem not found” message; the game will connect
automatically and proceed to the mission settings. If you are using a modem
connection, the Dial Menu appears.
The Dial Menu
Once you have gone through setting up your modem for the game, you
have to connect with the person you are going to be playing. At the Modem
Dial Menu, which appears on the Connect computer, you can enter and use up
to ten name and number combinations.
To use or change an existing combination, click on the listing. The name and
number will be copied into boxes at the bottom of the menu. Click on the Dial
button to dial the number in the Phone box, or click on either box to edit the
info in that box.
The Mission Settings
Once the connection is successful, the person at the Connect computer
decides which type of mission to play and who will fly for which nationality.
Clicking on the Head-To-Head button makes the two of you opponents;
clicking on Cooperative allows you to play on the same side.
In case you haven’t agreed on settings ahead of time, at the bottom of the
Mission Settings screen are the Message boxes. Message In shows incoming
messages from the other computer, and Message Out is where you type any
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message that you want to send to the other computer. To send a message, click
on the Message Out box, type your message, then press e to send it.
The weather selection appears as soon as all of the mission decisions have
been made. This is exactly the same as the usual weather selection. After you
set the weather, you’ll go into the pre-flight check just as in any other mission.
PLAY DIFFERENCES
There are a few Modem Play features that are not available in the standard game.
One is theability to exchange messages with the other player. To do this, press the
' (single quote), then type the message. Press e to finish the message.
In the heat of battle, it is rather hard to type a full sentence without getting shot
down. That is why there are pre-set messages, available at a keystroke. After you’ve
pressed ' to begin a message, use any of the function keys 1 through 0 to
send a pre-set message to the other player. (Note that you can also create your own
pre-set messages by editing the messages.txt file in the 1942 directory.) Be aware
that there are different sets of messages for Head-To-Head and Cooperative play.
You can still pause the game at any time using aP. This will pause the game at
both computers; play will only resume when the player who paused the game
releases the pause.
Whenever you use 9 to change the Detail Levels, the changes affect only your
computer. While you are doing so, the game is paused for both players. The same is
true for 0, the Game Configuration.
Unfortunately, you can not use the Pilot Map while you are in Modem Play. Also,
the Time Compression utility is no longer available. In other words, nothing will
happen if you press M, R, or T while in Modem Play.
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1941 PAQ manual 1 cover 8/15/97 10:26 AM Page 1
SIMULATION
THE PACIFIC AIR WAR
GAME PLAYER’S GUIDE

1942 PAW manual 1 1-30 8/14/97 3:06 PM Page 1
1942 THE PACIFIC AIR WAR

GAME PLAYER’S GUIDE
MicroProse
All rights reserved.

Copyright © 1994 MicroProse
This book may not be reproduced in whole or in part, by mimeograph or photocopy or other means
without permission, with the exception of quoting brief passages for the purpose of reviews.
Ira Wolfert quotes from his book Battle for the Solomons, copyright 1943,
North American Newspaper Alliance.
Windows is a registered Trademark of Microsoft, Inc.
“I could see our men and their men thrust their almost naked selves right
into that terrible fire. They were bent over as if before a high wind and all
the faces were wrinkled and grey as cloth, but they stood to it and kept at it.
Air fighting is not like land fighting or sea fighting, where a man can take
cover sometimes. There are no trenches or foxholes or gun shields on a
plane, just a thin skin of metal and glass, mostly glass.”
Ira Wolfert, reporter

Somewhere Over Guadalcanal
October, 1942
2
INTRODUCTION
From December of 1941 through the end of the World War, the combined forces
of Japan fought the armed forces of the United States of America over a broad
stretch of ocean peppered with islands. This was the Pacific campaign, one of the
bloodiest, toughest-fought campaigns in all of recorded history. Though all of the
forces involved were essential parts of the eventual outcome, naval aviation played a
special part. The carrier forces of both sides proved their worth time and again.
There was nothing pretty and very little funny about the South Pacific campaign,
despite what you may have learned from “McHale’s Navy”. Carrier forces didn’t
have it any tougher than most, but they didn’t have it any easier, either. The naval
aviators, especially, played a risky and daring game with their counterparts on the
other side. The miniature wars that they fought out in the skies were a milieu in
which they were not just faceless, identical soldiers – individual skill made a
difference. Your success or failure were in your own hands.
Success, of course, is fleeting; failure was usually final. A flyboy’s “instant
retirement” was never easy. To quote an eyewitness to one such event (Ira Wolfert of
the North American News Alliance), “There must have been twenty acres of flame
when we first passed over. In the center of the flames lay the frame [of the plane]. It
was buckling before our eyes. There was nothing left of the plane but the frame, and
the frame looked skinny and black like the bones of a skeleton disintegrating. Two
small, black objects that could have been men or maybe just round bits of rubble or
debris had been thrown clear of the plane and were on the edge of the oval of flames.”
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The idea behind 1942 THE PACIFIC AIR WAR is to re-create some of the adventure
of that time and place and give you a chance to take part in it. To succeed, you have
to avoid that oil- and blood-soaked, fire-on-water grave long enough to be of service
to your country or your Emperor. As a commanding admiral of the navy, a crack
fighter pilot, or just an anonymous Joe tail gunner, you are going to fight for
recognition and just plain survival. The Japanese are moving south and east like a
steamroller, trying to take control of the Pacific. The Americans are fighting back,
desperately hoping to drain the strength from the Japanese juggernaut.
You decide for which nation you will fight. You decide how you will fight and in
what capacity. After that, all you can do is give your all and hope that it’s enough.
This book, the Game Player’s Guide, contains complete instructions on installing,
running, configuring, and playing 1942 THE PACIFIC AIR WAR. The Keycard is a one-
stop reference to all of the keyboard, mouse, joystick, and other controls. The
Technical Reference includes the hardware requirements for running the game and
all of the software compatibility issues discovered before release. Any changes to the
game that were made after this manual was written are also described in the
Technical Reference. As always, the Readme file was written last, so any notations
in that file supersede all other information.
4
STARTUP
Now that you’ve bought 1942 THE PACIFIC AIR WAR, you’ll need to install it on your
hard disk before you can play it. Those of you who have purchased and installed
recent MicroProse games are already familiar with the installation process and can
probably just skim this section. The rest of you will want to read carefully. You can
avoid a lot of unnecessary complications (and Customer Service calls) that way.
The first step, as always, is to make sure you have enough space on your hard INSTALLING
disk to install the game. Consult the Technical Supplement to find out
approximately how much room 1942 THE PACIFIC AIR WAR will fill. If you do not have
space, you will have to clear some files (or find a larger hard disk).
Disk #1 of 1942 THE PACIFIC AIR WAR includes the standard MicroProse installation
program. To begin the installation process, insert this disk in your drive. Type in the
letter of that drive (usually A or B), followed by a colon and the word install, then
press e. For example, the command:
b:install e
would run the installation program from a disk in drive B.
NOTE: Do not attempt to run the installation program from within Microsoft
Windows or when Windows is running. Install was not designed to interact
with the Windows environment.
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When the install program starts up, it asks you to verify from which drive you are
installing and to which drive and directory. By default, the game files are copied from
the disk drive on which install is running (A: or B:) and to a directory on your C: disk
called \MPS\1942. You can change either, but if you choose to install from a different
drive, you’ll have to put disk #1 in that drive. As the installation progresses, you will
be prompted to insert the rest of the game disks. You can specify a new “from” drive
for each disk, which is useful if you have more than one floppy drive.
After the game files have all been installed on your hard drive, install checks your
system hardware and suggests a setup based on what it finds. This setup is normally
sufficient, but you can modify it if it doesn’t meet your specific requirements.
Remember, however, that messing with your setup is probably the most common
cause of unnecessary frustration and Customer Service calls.
NOTE: Some computer systems react badly to the hardware check. Usually, the
problem is caused when install tries to identify your sound card. If you
encounter a problem during this portion of the installation, restart install
with the optional switch -s, thus:
install -s
(Note that there must be a space between the command and the switch.)
This cancels the sound card check, which should solve the problem. You will
need to select the correct sound card from the menu.
Finally, install checks your free memory. If you don’t have enough, it tells you so.
Assuming that your system has enough memory installed (see the Technical
Supplement for the specific memory requirements), removing some Terminate-and-
Stay-Resident programs (TSRs) or loading them into high memory should free up
enough to run the game.
Note that you can easily update the installed setup if you change your hardware
configuration. All you have to do is run the install program again – this time from the
game directory, not the original disks. Install will not try to re-install the game, and
the setup portion of the program will allow you to update your hardware setup.
STARTING THE If you’ve just finished installing 1942 T HE P ACIFIC A IR W AR , then the game
GAME directory is your current directory. If not, make sure that the directory to which you
installed the game is your current directory. Normally, this will be C:\MPS\1942.
Type 1942 and press e to start the game. No more than a few seconds should
pass before the title screen appears.
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1942 THE PACIFIC AIR WAR is an advanced, complex, historical military simulation. THE
You can not play if you only use keyboard controls. Use of either a joystick or a CONTROLS
mouse is absolutely necessary. In fact, we strongly recommend you use both.
Otherwise, some of the External Camera functions and Flight Film editing features in
particular will be difficult to use.
What follows is a brief introduction to the use of these standard controllers with
this game. Experienced simulation players and those familiar with recent MicroProse
products will probably want to skim this section. Beginning players will get the most
benefit from reading it through.
1942 THE PACIFIC AIR WAR is designed to work with most of the available flight
simulation add-on hardware systems. If you follow the installation instructions and
the documentation that came with the add-on system you’re using, you should not
have any problems. Customer Service will likely be able to solve whatever problems
you do encounter. However, please remember that there is no guarantee that any
particular piece of non-standard hardware will function with this game.
CONFIGURATION
The Controls Configuration menu appears the first time you start up 1942 THE
PACIFIC AIR WAR. (You can also call it up as necessary; please refer to the Keycard for
the exact method.) This menu is what you use to specify how you want to control
the game.
The Primary Flight Control is what you’ll use to control your aircraft. Which
selection you settle on will also affect how you control your weapons. Note that your
choices for the other options will change (and may be limited) depending on this
selection.
The External Camera (which you’ll learn about later) is moved around using the
Camera Control. This can not be the same controller as the primary flight control.
Throttle Control is fairly self-explanatory. The only unusual aspect of this is the
“Button 2” option. If you use this control method, pressing and holding the second
button on the Primary Flight Control temporarily turns that controller into a throttle
control. At that time, moving that control forward increases throttle, while moving it
back decreases throttle.
The Rudder Control is used to move the rudder from side to side. As with the
Throttle Control, there is a “Button 2” option. If you use this control method,
pressing and holding the second button on the Primary Flight Control temporarily
turns that controller into a rudder control. At that time, moving that control to the
left is equivalent to a Rudder Left, while centering the control or moving it to the
right cause the corresponding rudder movements.
You can also choose to turn the Sound, Music, and Digitized Sound on or off at
this menu, depending on how you wish the game to sound.
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KEYBOARD
The keyboard is the primary control device for your computer, but it is often a
secondary controller while playing 1942 THE PACIFIC AIR WAR. Keystroke commands
are most commonly used to change the viewpoint while flying, to enter text in
certain fields (naming pilots, for example), and to control things like the throttle,
gear, and brakes.
Keyboard controls are represented in this manual enclosed in boxes. Thus, for
example, Function Key #1 would appear as 1, just as it does on the keyboard
itself. Key combinations that should be pressed at the same time are presented
together, as in cad. All keys will be capitalized, but you do not need to enter
capital letters. (A capital P, for example, would appear as sP, while a lowercase
p would be P.) We use the standard abbreviations for the special keys.
Note that if you wish to, you can use the keyboard in place of the mouse or
joystick to select from menus and move on-screen boxes and menus around. Please
refer to the Keycard for the exact method.
Though some of the keyboard commands are described in the relevant sections,
please refer to the Keycard for the exact keystrokes used in controlling 1942 THE
PACIFIC AIR WAR. There are some keyboard command standards that are shared by
virtually all MicroProse games; those are described here.
Pausing
At any time, you can press aP to pause the game. Notification of the pause
will appear, and nothing will happen (in the game) until you release the pause. The
action in the game will stop until you restart it, but you still have control of the
External Camera and the viewpoint controls. Note that none of the controls except
those relevant to the Camera and viewpoints will have any function. To restart the
action, press aP again.
Quitting
The Main Menu includes an Exit option for leaving the game, but you will not
always have the luxury of enough time to work your way back to this menu to quit.
To quit 1942 THE PACIFIC AIR WAR at any time, you can press aQ. The game will
prompt you to verify that you want to quit to DOS. If you verify, the game shuts
down and returns you to a DOS prompt. If not, the game continues. Note that if you
are in the midst of a career mission when you quit, you will begin again with that
mission when you come back to the game.
If you wish to end your current mission without the hassle of shutting down the
whole game and restarting, press Q. You will be prompted to verify this command.
If you were flying a career mission, the mission will be discarded unless you
completed your objective before quitting.
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MOUSE OR TRACKBALL
If you do not have a joystick attached to your system, the mouse or trackball is
likely to be the primary controller for 1942 THE PACIFIC AIR WAR. (Throughout this
manual, the trackball and mouse are treated as being synonymous and referred to as
the ‘mouse’.) Though it is difficult at first, you can even fly the planes using the
mouse. Even if you do have both a mouse and a joystick, the mouse is important.
The mouse is most often used to select from menus and maps and to move around
the briefing screens.
Mouse controls are represented in this manual in bold type and enclosed in
brackets. Thus, for example, the Left Mouse Button would appear as [LMB].
Directional controls are represented by “mouse” commands – [Mouse Left], for
example.
The mouse controls for the External Camera are described in the relevant section.
You can also use the Keycard as a quick reference. The mouse motions used to fly
the plane are summarized here.
[LMB] Fire Forward Gun(s)
[RMB] Used as “Button 2”
[Mouse Right] Stick right,

bank right (right turn)
[Mouse Fwd] Stick forward,
elevators down,
nose down (dive)
[Mouse Left] Stick left, [Mouse Back] Stick back,

bank left (left turn) elevators up,
nose up (climb)
Note that you can use the mouse to “drag” or “carry” the on-screen menus and
boxes around the screen. This can be helpful if one of them overlaps an area you’d
like to see.
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JOYSTICK
If you have no mouse, it’s best to use the joystick as the primary control device
for 1942 THE PACIFIC AIR WAR. Even in tandem with a mouse, the joystick is essential.
A joystick is the optimum controller for the plane in flight. Optionally, you also can
use the stick in place of the mouse to select from menus and maps and move the
mouse pointer around.
Joystick controls are represented in this manual in bold type and enclosed in
brackets. Thus, for example, Joystick Button #1 would appear as [JB1]. Directional
controls are represented by “stick” commands – [Stick Left], for example.
Joystick controls other than those for flight are described in the relevant sections.
You can also use the Keycard as a quick reference. The joystick controls used to fly
the plane are standard and fairly obvious; those are summarized here.
[Stick Fwd] Elevators down, [Stick Right] Bank right

nose down (dive) (right turn)
[Stick Left] Bank left [Stick Back] Elevators up,

(left turn) nose up (climb)
[JB1] Fire Forward Gun(s)

[JB2] Used as “Button 2”
If you have no mouse attached to your system, the joystick (or keyboard, of
course) substitutes for the mouse in selecting from menus and using on-screen
buttons. [JB1] is the functional equivalent of the [LMB], and [JB2] is used in place of
the [RMB]. You can even use the joystick like a mouse to “drag” or “carry” the on-
screen menus and boxes around the screen.
10
PEDALS
Foot pedals are optional hardware for controlling the rudder of the plane. If you do
not have rudder pedals, don’t worry; 1942 THE PACIFIC AIR WAR allows you to control
the rudder from the keyboard, a joystick, or a mouse. Using rudder control, several
useful maneuvers are available to you that are not possible using the stick alone.
Rudder pedal controls (rudder controls in general, in fact) are represented in this
manual in bold type and enclosed in brackets. Thus, for example, sliding the Left
Pedal forward and the Right Pedal back would appear as [Rudder Left]. The direction
of the control (i.e. ‘left’ or ‘right’) is based on the direction in which the control
motion moves the rudder, as is standard in aviation.
[Rudder Left] Yaw Left [Rudder Right] Yaw Right

(Counteract Adverse Yaw (Counteract Adverse Yaw
of Right Bank) of Left Bank)
The rudder is the pilot’s only direct method of controlling the yaw of the plane.
(Please refer to the Glossary for a brief definition of ‘yaw’.) The primary uses of the
rudder are to counteract the adverse yaw caused by banking with the ailerons and to
steer the plane while on the runway. The rudder can also be helpful when you’re
making those little sideways adjustments as you approach the runway.
11
THE MAIN After the title screen and the opening animations have finished, the 1942 THE
MENU PACIFIC AIR WAR Main Menu is displayed. This is the central control of the game, from
which you choose the way you want to fight the Pacific air war. You can command
the entirety of either carrier fleet, fly historical missions in a fighter or bomber, or live
out a career as a pilot and potentially change the course of the war. 1942 THE PACIFIC
AIR WAR’s special features are also available from this menu, including the flight film
viewer and the custom mission builder.
Carrier Battle Command the American or Japanese Navy in the Pacific theater,
circa 1942. You can also take over and fly individual missions.
Pilot Career Start your career as a pilot for either side.
Fly Single Mission Fly individual missions for either side. This is the best way to
practice in preparation for a piloting career.
High Scores View the scores of the best carrier group commanders and
crack pilots.
Flight Films View and edit films of your mission flights. You can save the
original films and your edited versions for posterity.
Mission Builder Design and fly “fantasy missions” in the context of the Pacific
theater, circa 1942. You can save your missions for later play.
Configure Game Set up the way you want to control the various aspects of the
game.
Exit Quit the game and return control to DOS.
12
Veteran flight sim players will notice that the usual “Quick Start” option is missing QUICK START
from 1942 THE PACIFIC AIR WAR. Since you can get airborne so quickly using the Fly
Single Mission option, including “Quick Start” seemed redundant. For those of you
who want to jump right into the cockpit and leave the details for later, here’s the
shortest route:
• On the Main Menu, choose Fly Single Mission.

• Decide whether you want to fly the mission as an American or a Japanese pilot.
You can select a nationality by clicking on the appropriate button or flag.
• Next, select the type of mission you want to fly using the buttons in the lower
part of the menu. The different types are described under Mission Type, in the
Flying A Mission section.
• Choose your mission from the displayed list in the upper part of the menu.
• Accept the default weather and time.
• Read or ignore the mission briefing. Click once anywhere on the screen to proceed.
• Choose your plane’s armament. Click on the Accept button to take the
displayed load-out.
• Decide which of the Realism Options you want turned on. By default, all of
these options are off, which is the easiest setting (Difficulty Level 0).
• Take off.
For details on the controls used for piloting your aircraft, please refer to the
Keyboard Reference Card (the Keycard) and to the Flying A Mission section.
13
CARRIER BATTLE
Carrier Battle is the part of 1942 THE PACIFIC AIR WAR dedicated to strategy and
tactical play. Most of the other play options, including Single Mission, Career Pilot,
and Mission Builder, are primarily flight-oriented. If you’d rather be an admiral than
a combat pilot, Carrier Battle is the optimum first choice for you. Those of you who
have played Task Force 1942 Surface Naval Action in the South Pacific will find
portions of the command interface familiar, but the tactics quite different.
Resource management – making sure that your ships, aircraft, and pilots are put
to best use and are available when and where you need them – is an important part
of commanding carrier task groups. Again, Task Force 1942 players will find they
have experience with this, and it may count as an advantage.
Despite its focus on command and strategy, Carrier Battle does sometimes give
you the opportunity to push one of the pilots out of the cockpit and fly. You can take
over (in mid-flight!) and fly the “meat” of many of the air strikes you order.
STARTING Once you’ve chosen Carrier Battle from the Main Menu, there are still a few
decisions to make before the battle begins. The first two are fairly obvious – you have
to decide what battle you want to fight and which side you wish to command.
Lastly, the Realism Options allow you to make the battle more or less difficult to
win, depending on your level of competence.
14
SELECT A BATTLE SCENARIO

The first and probably most important choice is in which of the five historical
carrier battles you want to take part. Each is based on the actual events of 1942.
Force concentrations and strengths differ, as well as which ships and Commanders
are involved. You may be outnumbered and outgunned in one battle and command
far superior forces in the next. A winning
strategy for one scenario will almost
undoubtedly not work in any of the others.
At this point, you could also re-load any of
the battles-in-progress that you have saved in
the past.
You will notice that these are not detailed
descriptions of the historical progression of
these battles. If you are regularly defeated by
the game’s “AI” Admirals, the historical
details could be useful for developing
winning strategies. A good history of the
World War II Pacific Theater can be helpful;
visit your local library.
Scenario Menu
Coral Sea
The Japanese Army is preparing to invade Port Moresby. Admiral Yamamoto has
been forced to divert a light carrier, the Shoho, to support the invasion force. He
has also sent two fleet carriers, the Zuikaku and Shokaku, escorted by two heavy
cruisers and six destroyers (the First Air Fleet’s Carrier Division Five) along with the
force that is to contain the Americans in the Coral Sea, thus keeping them away
from the main thrust of the invasion. If you command the IJN side, your job is to
make sure the invasion proceeds as planned. Do not let the American forces escape
from the Coral Sea.
Admiral Nimitz knows about the invasion of Port Moresby. He has sent Task Force
17, including the carriers Yorktown and Lexington, into the Coral Sea. If you choose
to command the USN, you take the place of Rear Admiral Fletcher. Your goals are to
do as much damage as you can to the Japanese forces, especially the carriers, and
force them to call off the invasion if it is at all possible.
Midway
Yamamoto has a plan to force all of the American carrier forces into one big,
decisive battle. His forces are split, so that two groups including carriers are
approaching Midway Atoll from the northwest, while another is attempting to divert
the Americans by attacking the Aleutian Islands. The First Carrier Strike Force
includes the carriers Akagi, Kaga, Soryu and Hiryu, plus two battleships, a pair of
heavy cruisers, one light cruiser, and twelve destroyers. The combined First and
Second Fleets, hot on the heels of the carrier force, includes the super-battleship
Yamato and two light carriers, the Zuiho and the Hosho. The carriers Junyo and Ryujo
are assigned to the diversionary force.
15
Thanks to the codebreaking team, Nimitz knows that the main thrust of the
Japanese attack is going to be Midway. Task Force 16, which includes the carriers
Enterprise and Hornet, is waiting to the northeast. The unexpected Task Force 17,
consisting primarily of the just-repaired Yorktown, is steaming in from Pearl Harbor.
Midway must be protected from invasion at any
cost; losing it would mean giving the Japanese
control of more than half of the Pacific Ocean.
Eastern Solomons
The Americans have taken the partially-built
Japanese airfield on Guadalcanal and are rushing to
finish it. Admiral Yamamoto has decided on a
strategy to land a great number of reinforcements
and at the same time draw the U.S. carriers to their
doom. While the carrier Ryojo goes with the landing
force, the Emperor’s last two fleet carriers are tasked
with the destruction of the American carriers.
USS Yorktown Meanwhile, the admiral himself will lead the main
force, onboard the flagship Yamato.
Henderson Field is just on the edge of completion, and the Japanese are planning
an all-out assault to take it back. Admiral Nimitz has ordered Fletcher to use
everything he has to stop Yamamoto’s Combined Fleet. Only the carrier Hornet is to
be kept in reserve. The Enterprise, the Wasp, and the Saratoga are at his disposal.
Protecting the Marines and crippling the IJN carriers are priorities one and two.
Santa Cruz
The Japanese forces on Guadalcanal are in need of reinforcements and supplies.
The main body of the Combined Fleet is in the van, with the carriers providing
support from behind this screen of destroyers and battleships. While the main force
keeps the Americans occupied, a group of transports will have the opportunity to
slip in and drop off sufficient forces. Success in this maneuver should guarantee a
quick victory for the Emperor’s troops on Guadalcanal.
Rear Admiral Kinkaid has replaced the injured Fletcher, and he is in command of
Task Force 61 – the Hornet and the Enterprise. He knows that the Japanese have
carriers in the area of Guadalcanal. These ships must be found and destroyed, in
order to prevent Yamamoto’s plan from taking shape. If no extra enemy forces reach
Guadalcanal, the U.S. has a very good chance of taking the entire island before the
end of the year.
16
Marianas
American submarines have been harassing the Japanese navy’s fuel supply for
months. Most of the IJN ships have to fall back on unrefined fuel all too often. Now,
the U.S. has occupied Saipan. If they establish an airbase there, they will be able to
launch regular attacks directly on the home islands. Admiral Toyoda has devised a
desperate plan to thwart the Americans and deny them Saipan. All of Japan’s
remaining carriers, split into three carrier groups, are converging on the Marianas.
After land-based strikes have weakened the American carrier forces, the Japanese
carriers will launch an all-out attack that should cripple the U.S. fleet.
The massed power of the Fifth Fleet’s Task Force 58 is lying in wait for the
Japanese at Saipan. Seven heavy carriers and eight light carriers, plus a multitude of
battleships, destroyers, cruisers, and other ships have prepared a hammering
ambush. Admiral Kelly’s Expeditionary Force includes twelve more escort carriers,
just in case. The Americans’ intention is clearly to annihilate the Japanese fleet and
take away the enemy’s ability to fight in the air.
Load Saved Game

Left-click on this button to take up where you left off in a saved battle. You will be
presented with a list of those available from which to choose. Use the arrow keys or
the mouse pointer to find and select the fight you want to rejoin. The battle restarts
without further delay.
Once you have decided on a battle scenario, you must choose a side to NATIONALITY
command. The only options are the major combatants in the theater, the Americans
and the Japanese.
Your nationality will determine the number and strength of your forces. Your
carrier groups and bases will be organized and positioned as the originals were in
1942, and will begin following the historical
course of events as soon as the curtain goes
up. The commanders of your task groups will
make decisions much like their historical
archetypes, unless you override them with a
strategy of your own.
Keep in mind that early in the war the
Japanese fighters (Zekes, or “Zeros”) are more
agile and maneuverable than the American,
but the American fighters are better armored.
At the time of these battles, the Japanese
torpedoes were far superior in accuracy and
reliability to the Americans’.
17
REALISM OPTIONS At this point, you are presented with the Difficulty Level Menu. There are several
AND THE Realism Options for battle, described below, each of which affects the way the
DIFFICULTY LEVEL game plays. All of these options default to the easier setting (Difficulty Level 0), and
changing any of them raises the overall Difficulty Level. A higher Difficulty Level
makes the game harder, but also increases your final score.
Sightings
The pilots of search planes are human, and humans sometimes make mistakes. If
you were flying over an enemy task force with no bombs, trying really hard not to be
spotted and shot down, you might make a few
hasty identifications yourself. During the war, it
was often the case that bad weather, low visibility,
and exhausted spotters led to erroneous sighting
reports (tankers reported as carriers, to use an
historical example).
If you decide that Sightings will always be
accurate, you won’t need to worry that the crews
in your search planes might make a mistake. If
you allow the occasional inaccurate sighting, you
could be led astray by bad info.
Weather Effects
In the real world, weather does tend to affect
Identifying ships from a single sighting can be difficult.
the way things work outdoors. Baseball games are
rained out, visibility is lowered, planes can’t fly as
far, landing on the carrier deck gets to be a little slippery. Ships, also, can’t make
quite the speed they might when fighting the high waves of a storm.
If you turn Weather Effects on, the weather will have several subtle effects on the
things your forces are capable of and the outcomes of various actions. If not,
everyone remembered their raincoat and rubbers and all-weather tires, and the
weather will have no effect except for changing the view outside the cockpit.
Battle Reports
The admirals, vice-admirals, rear admirals, and other commanders in a carrier
battle were very rarely involved directly in the minute-to-minute carnage of the air
strikes they ordered. All their knowledge of what happened came from reports –
reports from spotter planes, returning aircraft, and other sources. Not all of these
reports were reliable. In fact, at the Battle of the Philippine Sea the commander of
the Japanese forces was led to believe he was winning when almost every one of his
planes had been destroyed.
If you set Battle Reports to be accurate, none of the information you receive as to
damage done and losses will be incorrect. If you allow the reports to be inaccurate,
you will sometimes get false news (about as often as the commanders of the time did).
18
Force Configuration
Those of you who have studied the historical context of these battles or played out
each Carrier Battle scenario several times will find few surprises in the position,
strength, and configuration of the forces on each side. It is conceivable that you
might want to spice things up a little. The Set-up option lets you do just that. You
can choose whether the force configurations are based on historical fact or are
generated by the whim of the game.
Select Historic Set-up to have the two nations’ forces closely match their historical
configurations and starting positions. Use the Random Set-up to add a little
uncertainty to the situation.
Skill Level
You rarely know, when you enter a sea battle, how cunning and experienced your
opponent is. Much of the time, you don’t even know the identity of the enemy
commander. In 1942 THE PACIFIC AIR WAR, you normally won’t know who you’re up
against unless your spotters are pretty good, but you have a chance to decide just
how skillful your opponents are going to be.
If you choose the easier Skill Level, the opposing admirals and other task force
commanders will be less intelligent and crafty than their historical archetypes. If you
challenge the more difficult level, prepare to have your butt kicked all over the Pacific.
Piloting Options
Several of the Reality Options only affect the way things work when you choose
to enter the cockpit and fly the combat portion of a strike mission. These options are
described briefly below. For more details, please refer to Realism Options and the
Difficulty Level, in the Flying A Mission section.
Ammunition Loads the plane with either realistic or unlimited ammunition.

The Sun Turns the blinding aspect of facing the sun on and off.
Mid-air Collisions Sets whether or not other aircraft are treated as solid objects.
Ships Evade Determines whether ships will try to dodge bombs and torpedoes.
Blackouts Real pilots black out at high g’s; you have a choice.
Fatal Crashes Makes collisions either harmless or plane-destroying.
Hit Detection Scoring of hits with all types of weapons can be easy or realistic.
Engine Overheating Engine will die out when overheated if this option is selected.
Engine Torque With torgue selected, the aircraft will naturally lean to the left.
Enemy Pilot Skilled Enemy aircraft skill will be higher with this option selected.
Landings Gives you the option to make landings easy or realistic.
Real Flight Model Gives your flight more variants to deal with when selected.
19
THE MAP Having accepted the Realism Option settings, you are thrown right into battle.
The display from which you control your task groups is a map appropriate for the
battle scenario you have chosen. Most of the larger land masses are labelled, as are
the major bodies of water. Your forces should be at or near the center of the
displayed portion of the map. They are already moving, and time is running.
The forces on the map, friendly and hostile, are represented by icons. These icons
are necessarily small and don’t look much like what they represent. In battle,
representing the relative positions of forces with precision must take precedence
over aesthetic concerns. Japanese forces are always red, while American forces are
blue. The icons are pretty much self-explanatory, but you should know that friendly
forces are represented by dots, while enemy forces are crosses (except for bases,
which are always dots).
U.S.N. Task Force
Some other useful information is always displayed, for reference. Near the upper
right-hand corner of the screen, the current date and time are superimposed on the
map, in military format. The outer edges of the map have degree hashmarks (tenths
of degrees are marked off in smaller hashes) for latitude and longitude, and there is a
compass rose in the southwestern corner of the map.
To see the parts of the map that don’t fit on the map table (the screen), you’ll
need to slide the map. Move the mouse pointer beyond any edge of the map, and
the view will slide in that direction. (This is as if the map were sliding off the table in
the opposite direction.)
20
FORCE INFORMATION BOXES

Whenever the mouse pointer moves over a group of ships or a base, a Force
Information Box opens. This box summarizes the most important facts known about
that fighting force. For a friendly base, this information includes:
Name of Base
Location (Latitude and Longitude)
Damage to the Airfield
List of all Squadrons Currently Based Here
Base Information Box

(Friendly)
Base Info Box
If the pointer is over one of your task groups, the information in the box will
include:
Task Group (TG) Number

Name of Commanding Officer
Current Location (Latitude and Longitude)
Heading
Speed
Composition
Gun Range
Task Group Information Box

(Friendly)
Task Group Info Box
Note: For those of you who may be unfamiliar with the standard military vessel
type abbreviations used in denoting the composition of a task group:
BB = Battleship CA = Heavy Cruiser

CL = Light Cruiser CV = Aircraft Carrier
DD = Destroyer TR = Transport
21
Whenever a Force Information Box is open on one of your task groups or bases,
you can give orders to the forces listed in the box. Left-click to open the Command
Menu. Note that time stops while you are giving orders to your forces.
Force Information Boxes for enemy forces will include only the information your
reconnaissance planes were able to collect, plus whatever can be calculated from
that data. The names of commanding officers, for example, will surely remain
unknown. For an enemy base, you will normally get:
Name of Base
Location (Latitude and Longitude)
List of those Squadrons Spotted by Reconnaissance
The standard reconnaissance report on an enemy task group includes:

Time and Date of Sighting
Location (Latitude and Longitude) at time of sighting
Speed and Heading at time of sighting
Composition at time of sighting
SCALE
There are three levels of scale on the map. When you begin the battle, the map is
at that level which shows the greatest area and the least detail.
To zoom in (view a smaller area in more detail), press Z. Note that the action does
pause while you are changing the scale. Use the mouse to move the magnification box
to the area you want to scrutinize more closely, then left-click. Repeat this procedure
to zoom to the smallest viewing area (and the highest level of detail).
To zoom out (view a larger area in less detail), press X.
ACCELERATING TIME
At certain junctions in a battle, you may want to allow things to progress on their
own. Though time is already accelerated during the Carrier Battle (if it weren’t, one
battle could quite literally take weeks to play), sometimes strategy requires letting
some pretty dull stretches go by. Rather than sitting idle for several minutes (or
longer) just watching, some players may prefer to accelerate the passage of time
even further. 1942 THE PACIFIC AIR WAR makes this possible in both the Carrier Battle
and the flight portions of the game.
To further accelerate time, press the Accelerate Time key. (Please check the
Keycard for the exact keystroke.) The new time rate will be displayed on-screen. For
even more acceleration, simply press the same key again to jump the time rate. You
can continue to increase time up to the maximum rate.
Time will return to the original rate as soon as you click on a task group, opening
the Command Menu (this will also stop time until you close the menu). If for some
reason you would rather not do this, you can press the Reset Time key to
immediately return to 1x time.
22
Of the several options on the Command Menu, two are used to control the entire COMMANDING
task group. If there are no carriers in the selected task group, only these options and TASK GROUPS
Exit will be available. Neither of these options will ever be available for a base.
Command Menu
SET COURSE
For every task group under your command you have a Command Compass,
which you use to order heading changes.
You can change course as often and as radically as you like. No matter what sort
of deranged maneuvers you pull, your search and CAP planes will always be able to
find their way back to their home carrier. If they have enough fuel, that is. Of course
it’s difficult, if not impossible, to land on the deck of a carrier that’s in the midst of
changing course, so you may want to leave the compass alone once in a while. One
thing to note is that the pilots of planes out on a strike mission assume that the
carrier will maintain a roughly steady course and speed while the strike is underway.
These planes will not home in on the carrier. Please refer to Launching a Strike for
more detail.
When you choose Set Course, your Command Compass is superimposed on the
map. In the center of this compass is the task group to which you are giving orders.
The compass needle, a thick white line, follows the mouse pointer around the screen.
Move the pointer around until the needle points to the new course you plan for that
group. Left-click to release the Command Compass, and the ships will begin turning
to the new heading immediately.
23
SET SPEED
A beginning commander might think that all of his task groups should be at
maximum speed at all times, to get where they’re going sooner. In fact, sometimes
this is the case. However, most advanced strategies depend more on timing than
speed. Sometimes, having the enemy believe that a group of ships is slower or more
heavily damaged than it really is can be the advantage that turns defeat into victory.
Then there are the practical considerations. Higher speed means higher fuel
consumption. The speed of each carrier has an enormous effect on how difficult it is
for your aircraft to safely land on the deck. Plus, if you’re making tracks away from
the direction in which you sent your planes, you could accidentally steam right out
of their return range and lose them all! On the other hand, ships at a dead stop have
a greatly diminished chance of evading bombs and torpedoes.
When you select Set Speed,
the Speed Box opens. You can
order any speed from a Full Stop
(0 kts) to the maximum possible
speed for that particular task
group (the top speed of the
slowest ship). Hold down the
left mouse button and use the
pointer to position the slider at
the speed you want. All speeds
are in knots (nautical miles per
hour). As soon as you left-click
on the corner box, the Speed
Box closes and the group
commander orders the change
in speed.
Keep in mind that a task
This carrier will not be travelling at high speed. group that includes one or more
damaged ships will not be able
to achieve the same maximum speed as it did before the damage. Ships that have
lost their engine rooms or are sinking are likely to be left behind, for the safety of the
rest of the group.
24
If you’ve selected a base or a task group that includes at least one carrier, the rest FINDING THE
of the command options will be available to you. Of these, two are used primarily for ENEMY:
information-gathering and defense purposes. RECON AND
CAP
AIR SEARCH
One of the fastest, most reliable ways of reconnoitering a large area is to send out
a spread of search planes. That’s what the Air Search option is for. The enemy is
certainly lurking around out there somewhere, and it’s best if you find him before he
finds you. Until you have a sighting, you have no way of targetting a strike.
First, select Air Search. If the force you’re giving orders to
includes more than one carrier, you will be prompted to
choose from which carrier you would like to launch the search.
Next, you need to decide which squadron will supply the
search planes. All of the available squadrons will be listed in
a window according to the type of aircraft that makes up that
squadron. There are no mixed squadrons in 1942 THE PACIFIC
AIR WAR. Left-click on a squadron to see how many planes
are available.
Once you find the squadron you want for the search
sweep, left-click on the up and down arrows next to the What some of the search planes at Midway saw.
squadron information to set the number of planes involved in the search. Remember
that these planes will be unavailable for other duties until the search is called off.
As you raise and lower the number of planes flying the search, the wedge
showing the optimum search area is adjusted. You can use this wedge as a guide, to
help you decide how many planes are necessary. Once you’ve settled on a good
total, you’ll need to assign a direction to the search. Left-click anywhere on the map
in the direction you want the search to proceed, and the wedge will move. (It might
take a little fine-tuning to send the search in the exact direction you want.)
When everything is satisfactory, left-click on the square in the upper left-hand
corner of the window to launch the search.
The search will continue until you return to
this window and cancel it.
Search Wedge
Search Orders Box
Air Search Wedge
25
COMBAT AIR PATROL

Combat Air Patrol (CAP) is the naval pilot’s version of perimeter guard duty. As
an early warning system, CAP is absolutely necessary for spotting and identifying
enemy aircraft before they threaten the base or task group. In the case of an attack,
your CAP also serves as a first line of defense. They may not always stop the enemy,
but a good CAP might stall them long enough for the rest of your fighters to get into
the air. Without CAP, you could easily be caught by surprise when the enemy comes
after you.
First, select Combat Air Patrol. If the force you’re giving orders to includes more
than one carrier, you will be prompted to choose on which carrier you would like to
base the patrol.
CAP Command
Next, you need to decide which squadron will supply planes for CAP. All of the
available squadrons will be listed in a window according to the type of aircraft that
makes up that squadron. Left-click on a squadron to see how many planes are available.
Once you find the squadron you want to fly CAP (preferably a group of fighters),
left-click on the up and down arrows next to the squadron information to set the
number of planes on CAP duty. Remember that these planes will be unavailable for
other duties until the CAP is recalled.
When everything is the way you want it, left-click on the square in the upper left-
hand corner of the window to order the patrol to begin. Your pilots will fly CAP
continually until you return to this window and cancel CAP duty.
26
When you have located and identified the enemy surface forces, it remains to take ATTACKING
the offensive to them. This is when resource management becomes essential. There THE ENEMY:
will certainly be multiple enemy task groups, and your supply of planes is limited. CARRIER AND
You might be able to get by without any new search missions, but not maintaining a BASE OPS
CAP once battle has begun is sure suicide.
The first step in sending an attack to the enemy is to select the task group or base
from which to launch the strike. From the Command Menu, choose Carrier Ops
(when commanding a task group) or Base Ops (when commanding a base). Game
time is paused, and the Air Operations screen opens.
Air Ops
SQUADRON STATUS
The right-hand half of the Air Operations screen is dedicated to squadron status
information. The list in the small box near the top contains all of the squadrons based
on the selected carrier or base. Just to the right of this list is more specific information
about whichever squadron you select. To view a squadron, left-click on its name in
the list box. For that squadron, you’ll see:
• the squadron name,

• the type of plane of which the squadron is composed, and
• the total number of planes in the squadron.
Below this, in the large box, the assignment and status of every plane in the
squadron is listed. Once you know how many planes you have available for strikes,
you can determine the optimum configuration for each strike force. You may find that
you need to recall some of your search sweeps or CAP planes.
27
LAUNCHING A STRIKE
Use the left-hand side of the Air Operations screen for putting together strike
forces and giving them their orders. The top box lists all of the strike forces presently
formed. The first time you enter this screen for a particular carrier or base, this box
will be empty. Next to this box are two
mouse buttons. Left-clicking on the Form
Strike button is the first step to launching a
strike on the enemy. If you make a mistake
or just want to disband a strike force, use
the Cancel Strike button.
Obviously, an offensive strike intended
to destroy a base or ship should include
bombers. These bombers should be
escorted by at least an equal number of
fighters, preferably more. Many fighters
have some limited bombing capability, but
you cannot expect them to do any critical
damage to surface targets. Sometimes it
The captured and repaired base runway at Bougainville, November 1943 will require more than one strike to destroy
a target.
It is often prudent to send out a preliminary strike consisting exclusively of
fighters. This is called a “fighter sweep”. If they are successful, the fighters will
“sweep the deck”, clearing much of the enemy’s air strength out of the way. When
the slow, vulnerable bombers and their escort arrive at the target area, they’ll have a
much easier time completing their mission.
Planes out on a strike are advised of their “return point”. This is the area where the
carrier should be, calculated from its course and speed at the time the strike is
launched. If you change the course or speed of the carrier while a strike is out, there
is a very real risk that you will lose the
entire strike. Returning planes rely on
visual detection to find the task group
and the carrier, so you have some
leeway. Depending on the weather
and visibility, a difference of less than
forty nautical miles should not be a
problem. Any more than that, though,
and you’ll be writing letters to the
families of quite a few lost pilots.
Having created a strike force, you
have two more duties, which you can Strike aircraft on the deck of the Yorktown,
perform in any order. Let’s take them in May 1942
the order they’re listed.
28
Select a Target
A newly created strike force has no target. Left-click on the Select Target button to
assign one. The map is displayed for you to find and choose the target for this strike.
Move the mouse pointer until it is over the enemy force you want attacked. When the
info box for that force appears, left-click to make that force the strike target.
The target information area should now list the short description of the target,
along with its last known location and its range. This is important information, but it
is only as up-to-date as the last sighting of this enemy by a search plane. Keep in
mind that some of your planes may have shorter ranges than those flying the search.
Sending planes after an out-of-range target is a waste of time and fuel.
Assign Planes
Below the target selection area is the list of available aircraft. All of your
squadrons appear in the box, but not all of them will have planes free. Left-click on a
squadron with available planes to add those planes to the current strike force. The
aircraft information will appear to the left of the squadron list and be added to the list
in the Strike Force box. You can use the arrows to the left of the aircraft information
to raise or lower the number of these planes assigned to this strike. The Cancel
button deletes the current squadron’s planes from the strike force.
When you assign planes to a strike force, always be aware of the type of target
they’ll be attacking. A strike force made up exclusively of fighters is not likely to be
much good against any target, but will certainly deplete the air support around that
target. Bombers flying without escort are sitting ducks for enemy CAP, and
torpedoes are no good at all against bases.
To accept your srtikes as listed and launch them, left-click on the Exit box in the
top right-hand corner of the screen.
JUMPING INTO THE COCKPIT

Air strikes, once launched, will proceed to their target automatically, while you
take care of other aspects of the battle. Whenever a strike force reaches its target,
you will be given the option of taking over for the lead pilot and flying the attack
mission yourself. Through the magic of computers, you can step into the cockpit just
as the attack is beginning. Of course, if you’d rather not do this, you can choose to
let your pilots fly the mission themselves.
For detailed instructions on flying an attack strike, please refer to Encountering
the Enemy, in the Flying A Mission section.
Whenever you choose to leave the strike, you are returned to the map and to
command mode. If your plane is still functional, the original pilot will take back the
stick and finish the mission for you.
29
WIN, LOSE, There is no time limit on Carrier Battles. Sooner or later, one side will either be
OR DRAW completely decimated or will choose to withdraw. The battle ends when one force
has retreated beyond the effective attack range of the other. (Sinking is one way to
get out of range.) If neither you nor your enemy has completely destroyed the other,
which is probable, there is no obvious winner. (Obviously, if one side has been
annihilated, the other wins.)
In reality, judging which side won and which lost is a complex affair. Often, it’s
impossible to know until well after the entire war is over who gained what
advantage during which battle. Since these battles are conducted in a vacuum, so to
speak, it’s much simpler to label one side “winner” and the other “loser”.
1942 T HE P ACIFIC A IR W AR compares the damage done by each nation and
computes the points gained and lost by both sides of the conflict. If either side
completed its objective, that side gains some extra points. The side with the most
points is the winner, but 1942 THE PACIFIC AIR WAR knows the difference between a
close contest and a blow-out. It is possible to fight to a draw.
Damaging and destroying enemy
planes, ships, and bases adds to your
chance of winning. Bases and ships will
give you more points than planes, and
destruction is more profitable than
repairable damage. Larger ships are more
valuable than smaller ones. Before you go
on an all-out rampage, however,
remember that losing your own planes,
ships, and bases or allowing them to be
damaged costs you in points (as well as
long-term fighting ability).
If you were assigned an objective at
the beginning of the battle, successfully
fulfilling that goal is worth some points.
Your score is also modified by the
Sometimes winning is a matter of taking your lumps and staying afloat, Difficulty Level you chose at the
like the minesweeper Lindsey did at Okinawa. beginning of the battle. The greater the
difficulty, the higher your score will be.
When the battle is finished, you will be notified of how well (or how poorly) you
have commanded your nation’s forces. If you do not feel that you did well enough,
your only recourse is a rematch. Good commanders learn from their mistakes, and
the best learn quickly.
30
FLYING A MISSION
Where Carrier Battle is the strategy- and command-oriented portion of 1942 THE
PACIFIC AIR WAR, most of the other play options are flight-oriented. Single Mission
and Career Pilot both put you in the air, with none of the worries of command. All
you have to worry about is your mission – and all those enemy pilots and gunners
who want to shoot you down.
Testing yourself against the enemy in single missions is one the best ways to train
yourself before embarking on a career as a pilot in the U.S.N. or the I.J.N. Flying the
same mission over and over until you get it right is the bare essence of rote training.
You could also train as a specialist, practicing on a specific type of mission or aircraft
while varying the scenarios – the key to adaptability. Or, if you’re ambitious enough
to want to be an all-round pilot, you could attempt to master every type of mission.
Single missions are also a good option for those of you who don’t want to spend
the time to develop a pilot through a career, or just don’t want to get involved in a
campaign yet. It’s the quickest way into the air.
31
NATIONALITY Before you can choose your mission, you must decide for which side you wish to
fly. The only options are the major combatants in the theater, the Americans and
the Japanese.
Your nationality will limit the types of
aircraft and armament available to you. Keep
in mind that the Japanese fighters are more
agile and maneuverable than the American
early in the war, but the Americans gained the
advantage with later aircraft designs. Also, the
Japanese torpedo bombers are generally
easier to handle than the American ones, and
their torpedoes are far superior in accuracy
and reliability.
Nationality will also be used to establish
whether you are on the offensive or defensive
during any particular mission.
MISSION There are six basic mission types in 1942 THE PACIFIC AIR WAR. The plane you pilot
TYPES – fighter, dive bomber, or torpedo bomber – depends on the type of mission you
choose, as follows:
Fighter Dive Bomber Torpedo Bomber

Fighter Sweep Bomb Base Torpedo Ship
CAP Bomb Ship Bomb Base
Bomber Escort
Several individual mission scenarios, all

different, are included under each type. Select
the type of mission you want to fly according
to the descriptions below. Once you have
selected, the list of individual mission
scenarios is displayed.
FIGHTER SWEEP
The carrier group is launching an attack on
an enemy base. In preparation, a force of
fighters, including your plane, is sent out to
minimize the air defenses over the target
base. Your primary goal is to damage or
Mission Selection destroy as many enemy aircraft as possible,
whether you find them in the air or on the
ground. The fewer planes the enemy has in the air when the main force arrives, the
better chance that the attack will be successful.
32
COMBAT AIR PATROL (CAP)

CAP is the only inherently defensive mission type. When flying CAP, your fighter
or group of fighters is assigned to patrol a direction from which the enemy is
expected to attack. Normally, you will fly out a specified distance from the carrier,
then screen the assigned area for hostiles. If there is an encounter, it is most likely
that the enemy is either the forefront of a greater force bent on attacking the carrier
or a reconnaissance mission preparing for such an attack. In either case, destroying
the enemy force swiftly and with minimal loss of friendlies is your primary goal.
BOMBER ESCORT
The carrier group has launched an attack on an enemy base or ship. The fighter
sweep (if there was one) went out a few hours ago, and now the bombers are being
launched. Your mission is to fly in formation with the bombers, protecting them from
enemy aircraft on their way to the target. Remember, if the bombers are lost, the
attack cannot proceed. Minimize your losses, but see that the bombers get through.
BOMB SHIP
You fly the lead dive bomber in an attack on an enemy ship. There may or may
not be torpedo bombers backing you up. Whether it’s a lone target or part of an
enemy task force, the ship is sure to be heavily defended. The goal of this mission
type is to get as many bombers through the enemy defenses as possible and do as
much damage as you can to the designated target ship. Preferably, you’ll sink her.
Usually, you’ll have a few fighters flying escort with you; they’ll give you some
shielding, but heads up flying is your best defense.
BOMB BASE
The carrier group is launching an attack on an enemy base. Your bomber is
spearheading the backbone of that attack. The goal of this mission type is to get
through the enemy defenses intact and do as much damage as you can to the enemy
base. Under normal circumstances, you’ll have a few fighters flying escort with you;
use them to your best advantage. Hopefully, the fighter sweep that went out a few
hours ago downed most of the enemy planes, but you can’t depend on that.
TORPEDO SHIP
In this type of mission, your torpedo bomber is leading the attack on an enemy
ship. Whether that ship is cruising alone or as part of a larger group, it will be well
defended. There may be one or two dive bombers on your side, backing you up. The
goal of this mission type is to get as many bombers through the enemy defenses as
possible and do as much damage as you can to the designated target ship.
Preferably, you’ll sink her. Usually, you’ll have a few fighters flying escort with you;
they’ll give you some shielding, but heads up flying is always your best defense.
33
SPECIFIC Once you select a mission type, the list of available mission scenarios of that type
MISSION is retrieved and displayed in the Mission Listing Box. All of these missions are
derived from what really took place during the Pacific air war. The only significant
difference is your involvement. These are pieces of the war that you can relive or
rewrite, as you choose.
If you’d prefer not to fly an historical mission, you can invent your own missions
using the Mission Builder. Please refer to the Custom Missions section for
instructions.
Use the arrow keys to highlight the mission you want to fly and press e, or
simply click on that mission with the [LMB].
Note that the Mission Listing Box can display no more than ten listings at one
time, but there are more than ten individual missions to list. Use the scroll bar if you
wish to bring the unseen mission listings into the box.
WEATHER At this point, you have the option of modifying the weather and the starting time
AND TIME of the mission you are about to fly. You can accept the default settings or customize
the meteorological situation.
You control the weather by clicking the [LMB] on the landscape graphic in the
Meteorology Box. Cycle through the various types of cloud cover until you find the
one you wish to experience.
Time Adjustment
Weather Adjustment
Changing the mission starting time only affects the sun. As your mission
progresses, the sun may rise or set, depending on the time. Each part of the starting
time has buttons above and below it. Left-click on the button above to move time
forward, and use the button below to move time backward.
34
The flight deck is where you decide what armament you’ll be carrying on the ARMING
mission. You only choose a load-out for your own flight; you have no control over
what the other flights take. Left-click on the arrows to cycle through the armament
options. Your options are limited to the type weapons typical of the model of plane
you’re flying.
Loading Out
If you are flying CAP or a fighter sweep, chances are good that your commanding
officer will not allow you to carry bombs. The unnecessary extra weight would
decrease your effective range. Extra fuel tanks
also add weight, but the overall effect is an
increase in range.
Left-click on the Accept button take the
displayed load-out and start the mission.
At this point, you are presented with your pre- PRE-FLIGHT

flight checklist, which is really the Difficulty CHECKLIST:
Level Menu. There are several Realism Options
REALISM
for flight, described below, each of which affects
the way the game plays. All of these options
OPTIONS
default to the easier setting, and changing any of
them raises the overall Difficulty Level. A higher
Difficulty Level makes the game harder, but also
increases your final score.
When you are happy with the Difficulty Level,
left-click on the total to signal “thumbs up” to
Ground Crews load your ammo and
bombs, as demonstrated by these guys the flight crew. When they pull the tarp, get
loading a Corsair in the early 1950s. ready to fly.
35
THE SUN
Facing into or nearly into the sun causes serious visibility problems for pilots.
Before the advent of radar, enemy pilots would often try to take advantage of this
fact by setting the sun at their backs, thus avoiding visual detection. Since none of
the aircraft in 1942 THE PACIFIC AIR WAR is equipped with radar, this tactic is viable,
useful, and dangerous.
If Sun Blinding is enabled, you and your opponents will be at a serious visibility
disadvantage whenever facing into the sun. If not, the sun will be no more than a
landmark in the sky.
BLACKOUTS
One of the limitations of the human body is that it tends to perform poorly at high
accelerations. Tight turns at high speed, pulling out of dives, and other high-speed
maneuvers can overcome the heart’s ability to get blood to the brain, causing a pilot
to lose consciousness. This is called a “blackout”. A partial blackout is known as a
“greyout”.
Pushing the stick forward to dive can also be a problem. At a negative
acceleration of about minus 2 g’s, the blood pressure in a pilot’s head becomes too
great, and the capillaries in the eyes burst. Brain damage and death can also result.
This is called a “redout”.
If you have Blackouts enabled, you will be subject to these limitations, though
redouts will not cause brain damage. If not, you will be able to perform incredible,
high-acceleration maneuvers without losing vision or consciousness.
ENEMY SKILL
When you fly into combat, you never know whether you’re squaring off against a
rookie pilot or a seasoned veteran. In the seconds it takes you to find out, you could
have already lost the fight. For the sake of those players whose combat flying is a
little rusty, 1942 THE PACIFIC AIR WAR includes a choice of enemy skill level.
If you select Enemy Pilots are Skilled, prepare to face experienced, well-trained
pilots and vicious dogfighting tactics. If not, air-to-air combat against rookie pilots
should be easier, but don’t expect a turkey shoot.
DUD TORPEDOES
In 1942, torpedo failure was a big factor for the Americans. Failure to explode was
only part of the problem; many torps just went wildly off-course, sometimes turning
completely around. In air-launched torpedoes, this was usually attributed to the
extreme sensitivity of the missile to the drop conditions. Overall, U.S. torpedoes had
a failure rate of almost 50%. The Japanese torpedoes, though by no means perfect,
had a much lower rate of failure.
If you choose Torpedoes Can Be Duds, any (or all!) of the torpedoes you fire
could go astray or fail to explode, according to historical averages. If not, you can
depend on a straight shot and a satisfying blast, but only if your aim is good.
36
MID-AIR COLLISIONS
Modern long-range weaponry assures that jet fighters rarely get close enough to
each other to have to worry about the chance of collision. In 1942, however, this
was not the case. Your only air-to-air weapons are your guns, and you have to get
pretty close to use them. Mid-air collisions are a serious risk, especially when
dogfighting.
If Mid-air Collisions are enabled, hitting another aircraft will damage your plane,
probably fatally. If not, aircraft will pass through one another like ghosts.
HIT DETECTION
This option has to do with the way the game computes whether or not your
bullets hit an enemy plane. Your target can be represented using a “bulk silhouette”,
in which one big geometrical shape is used for the entire plane. This technique
makes a lot of what would, in reality, be near-misses into hits. A “detail silhouette”,
on the other hand, represents the target as an agglomeration of many smaller
shapes. This more realistic option makes dogfighting just that much more difficult.
If Hit Detection is set to difficult, hits on enemy aircraft will be computed on the
smaller, more realistic silhouette. If not, they will all be a little easier to hit.
SHIPS EVADE
Whenever you drop bombs toward a ship, there’s a good chance someone in the
crew will notice. There’s a lesser chance that they’ll spot an incoming torpedo, but
this chance grows the more torpedoes you fire. In either case, once a threat to the
ship is detected, evasive maneuvers
commence. An experienced Captain can
minimize the damage and, in many
cases, avoid being hit altogether.
If you choose to have Ships Evade
enabled, surface targets may detect your
attack and try to escape it. If not, the
spotters are asleep, and the ship will
steam blithely into the path of destruction.
This Japanese carrier unsuccessfully attempted to evade destruction.
37
AMMUNITION
Needless to say, in real life planes flew with a limited supply of ammunition.
Whether it was a matter of weight or storage capacity, the crews could only pack so
much destruction onto one aircraft. If the pilot was profligate with his guns, he’d
soon find himself at a disadvantage in a dogfight – no bullets. Note also that the
planes of the 1940s did not have automatic ammunition counters – pilots had to
estimate how many seconds of fire they had left.
If you choose to carry Limited Ammo, you’ll have to take care that your machine
guns and cannon do not run out of bullets. If not, the only detriment to firing will be
that you are announcing your position to those enemies who haven’t spotted
you yet.
FATAL CRASHES
Until you get some practice under your belt, it’s surprisingly easy to crash into
things (especially after you’ve been shot up a little). Generally speaking, your aircraft
tends to break into little pieces when you do this, and no matter how spectacular the
explosion is, none of those pieces really flies very far.
If you decide that Crashes Are Fatal, running into something solid (the ocean, for
example) will be the end of your plane. If not, you will happily bounce off mountains,
ships, the ground, et al. Of course, if your plane is damaged already, you might not
bounce too high.
HALF A Before you take off, there’s something you should know. It is possible to “save” a
MISSION mission in mid-flight and return to it later. This is not an historically accurate feature.
Sooner or later, a situation similar to this arises: you’ve been flying for 45 minutes
(real time) and are in the middle of a great battle; you’ve broken out of the pack and
are just coming around for another run into the thick of things; out of the blue, some
sort of emergency rears it’s ugly head (outside of the game, that is) – something
catches fire, somebody’s choking to death, there’s an earthquake, you run out of
coffee, or whatever; you can’t ignore it, but you really hate to lose all your progress
on the mission. What can you do?
Well, obviously, you have to quit the mission. (Those of you who seriously
considered ignoring the fire or the choking person might think about seeking
professional help.) If you take advantage of the opportunity to save the Flight Film
(please refer to Unloading the Black Box: Flight Films for instructions), you will be able
to pick up later where you left off. It’s a slightly cumbersome process, but it’s effective.
After you’ve dealt with the emergency and can return to the game, select Flight
Films from the main menu. It will take some time, but you can run the film through
to the end, then restart the action and finish the mission. (Please refer to the Flight
Films section for more detailed instructions.)
Note that you can not do this with a career mission.
38
Your mission might begin on a crowded carrier deck, in clear skies or overcast TAKE-OFF
weather. Maybe your home field is a hidden runway, deep in the dense jungle
surrounding a base on some small Pacific island.
Regardless of your starting point, the first step in any
mission is to successfully get off the surface.
Any experienced pilot will tell you that take-offs are
one of the easier parts of flying. (Then again, they’re
experienced pilots – of course it seems easy to them.)
With all of the aircraft included in this game, taking off
is a simple, five-step process.
1(2). Throttle up to at least 80% of engine capacity.

2(1). Release the wheel brakes.
3. Roll forward until you have enough speed to
get airborne. The exact speed is different for Ready For Take-Off
each model of plane, but on average eighty or
ninety knots will do.
4. Pull back gently on the stick to lift off.
5. As soon as you are clearly in the air, raise your landing gear to reduce drag.
(Note that the Aichi D3A “Val” has fixed gear; you cannot raise it.)
Once you are airborne, climb to an altitude you feel comfortable with. On CAP
and sweep missions, greater altitude means you can see farther. Bomber escort
missions require that you stay within a reasonable distance of the bombers. The best
altitude for any other type of mission depends on your style of approach.
39
GETTING The kind of mission your squadron is sent out on will determine your flight plan.
THERE Inexperienced, beginning pilots may want to avoid the lead position. Following the
more experienced members of the flight is a good way to learn the ropes.
CAP Fly back and forth in the standard CAP pattern for as long as your fuel
supply allows. Your only responsibility is to protect the carrier group
from enemy incursions. Deflect incoming planes and destroy them
whenever possible. If there are bombers in the enemy flight, they are
your preferred target.
Sweep Fly to the assigned area and destroy as many enemy aircraft as possible.
Your primary duty is to soften up the enemy for the upcoming attack.
Expect heavy resistance, including plenty of anti-aircraft fire.
Escort Follow and protect the bombers. Escort fighters should fly roughly 1000
feet above the bombers and the same distance out. Position in relation
to the bombers (front, rear, side, etc.) depends on from which direction
the enemy is expected. Position in the formation depends on the rank
and experience of the pilot.
Bomber Fly to the area where your target was reported to be, find it, and do as
much damage as you can. You can depend on your fighter escort for a
certain amount of protection, but be careful. Remember that your target
is not defenseless; watch out for flak.
Getting there can take some time (we

have included a function for accelerating
the passage of time by several times –
please refer to the Keycard for the
method). This, the relatively peaceful part
of the mission, is an opportunity to
familiarize yourself with the basics of
controlling your aircraft. This is also the
best time to get in some practice with the
various viewpoints and learn how to use
the External Camera to your advantage.
40
When you’ve got the hang of flying, or at least are pretty sure you can keep from VIEWPOINT
crashing for a few minutes, you can try looking around. (If you do have trouble AND THE
controlling the aircraft while you’re exploring the other viewpoints, set the autopilot CAMERA
and relax.) 1942 THE PACIFIC AIR WAR provides almost every point of view available
to pilots in actual planes, and quite a few that real combat pilots probably wish they
could have.
Flying around on the way to your mission is a good time to familiarize yourself
with the various point of view and camera controls. An instinctive command of these
viewpoint controls – especially the Virtual Cockpit Mode – can be very helpful
during a dogfight.
FKEY VIEWS
The FKey Views are a standard feature of many flight simulations. Pressing one of
the numbered function keys changes your point of view, as follows:
1 Return to the standard cockpit view.

2 Look to the left, out over the wing.
3 Look to the right, out over the
other wing.
4 Turn to look over your left
shoulder.
5 Turn to look over your right
shoulder.
6 Switch to the External Camera, in
Chase Mode.
7 Switch to the External Camera, in
Tracking Mode.
8 Change Planes. (This option is not Lap View
always available; see below.)
9 Modify the Detail Levels of the
game graphics.
Airspeed Indicator
Altimeter
Standard View
41
There are a few other keys and controls that affect your point of view. Most of
these are controls for the External Camera, and are explained in the External
Camera subsection, below. The other important ones are listed here.
I Heads Up Look up from the instrument panel to the standard cockpit

view.
K Lap View Look down at the instrument panel. (Note that 1 will
not return you from this view.)
M Map Unfold the cockpit map.
a1 Virtual Activate Virtual Cockpit Mode. (This option is only active
in fighters.)
a1 Station Change station. (This option is only active in planes with
multiple battle stations.)
a2 Sight Look through the bombsight. (This option is only active in
bombers.)
a7 Free Switch to the External Camera, in Free Mode.
THE COCKPIT MAP

A map may not seem to be a viewpoint, but this is a special sort of map.
Historical accuracy buffs will want to note that many of the functions of this cockpit
map are not drawn from reality. You can unfold your map at any time, but note that
your plane keeps flying. The autopilot takes control as soon as you open the map.
Legend
Carrier
Flight
The Chart
Note: During the time that you have the map open, the “camera” that records your
mission flight film is turned off. Nothing that happens at this time will be
available for later replay.
42
When you pull out the map and unfold it on your lap, you’ll see the area around
your plane. An aircraft icon represents your flight and shows your direction and
(roughly) speed. If you are finished taking off, the flight route you’ve been ordered to
follow should also be pencilled onto the map. Ships and other planes – those you
know the location of – are also represented as icons.
Don’t worry about enemy planes sneaking up on you while you fuss with the
map; if you encounter any opposition, your combat instincts will take over and
return your attention to the cockpit. If you unfold the map during combat, the action
will pause. This last isn’t exactly realistic, but rather is a nod to ease of play. During
battle, you will sometimes need to radio orders to other planes (see Giving Orders,
below); without this automatic pause, you would often be shot down while trying to
organize your attack.
Zooming
You can zoom this map out (unfold it further) by pressing X. The map will zoom
out twice from its original range, showing more of the territory around you each
time. Use Z to zoom in again; your plane will remain in the center of the map. Once
you’ve unfolded the map a bit, you’ll probably notice that land masses and bases are
also represented on it.
Info Boxes
At this point, there hasn’t been too much deviation from the function of the maps
that were available in 1942 (excluding the autopilot, that is). If you move the mouse
pointer over any of the icons, you will quickly depart from historical accuracy. This
departure takes the form of a Force Information Box. These boxes list the same
information as is listed in the Force Information Boxes described under The Map, in
the Carrier Battles section. In addition, there are Force Information Boxes for flights
of aircraft. These list:
Flight Number
Type and Number of Aircraft
Speed and Altitude
Distance to the Current Target
Note that the home base is counted as a “target” when flights are returning from
a mission, but waypoints in the flight path are not considered “targets”.
43
Giving Orders
Now historical accuracy goes completely out the window. (Well, maybe halfway
out.) Instead of including a working radio in the cockpit, 1942 THE PACIFIC AIR WAR
allows you to give orders to other friendly aircraft using the map icons. (For those
of you who do not have Galactic Starship Class sound cards, this should be
welcome news.)
Left-click on any friendly aircraft icon to open the Radio Orders menu. There are
three options:
Set Cruise Altitude Order the plane(s) to a move to a new altitude.

Select Target Designate a specific enemy force as this flight’s target.
Return Home Order the plane(s) to break off and head home.
Two of these are pretty straightforward. Select Target is only available when
multiple enemy forces are nearby. Using this options, you can specify which flight or
flights are to attack which targets. For example, you can order your bombers to
ignore the approaching CAP fighters and the destroyer escort and go in for the kill
on the enemy carrier. Once the attack on the designated target is finished, those
planes are free to pick their own target – unless you pick another one for them.
Radio Orders
Note that you can also give orders to the autopilot in your own plane. In this way,
those who disdain the historically accurate (but often boring) long flight to the target
area have another option for cutting out that portion of the mission. Rather than
accelerating time, they can sit “upstairs” and order everybody around.
There are two drawbacks to this approach. One is that you will probably miss out
on a few “targets of opportunity”. The other is that most of your mission will not be
included on the flight film.
44
VIRTUAL COCKPIT MODE

Virtual Cockpit Mode is an advanced feature that allows you to swivel your view
around as though you were actually in the fighter cockpit, turning your head. This gives
you a smooth-scrolling range of vision that other games can only hint at. Once you get
the hang of it, Virtual Cockpit Mode is extremely useful during a dogfight, when
keeping track of the enemy is vital and difficult. Practice in this view will certainly be
rewarded in combat. Virtual Cockpit Mode is available in any fighter aircraft.
Press a1 (at the pilot’s station) to activate Virtual Cockpit Mode. Now the
camera controls the pilot’s “head”. Press and hold Button 2 on the Camera Control
to swivel your head and look around the cockpit. Move forward to tilt your view
downward, back to tilt upward, left to pan left, and right to pan right. (Note: for
those unfamiliar with the film terms ‘tilt’ and ‘pan’, please refer to the Glossary for
brief definitions.) By combining these movements, you can scan the entire range of a
real fighter pilot’s view. All of the flight and other controls are still functional while
you’re in Virtual Cockpit Mode.
BOMBSIGHT VIEW
Navy bombers with only two stations required the pilot to do double duty as
bombardier. With this in mind, the aircraft designers thoughtfully included a
bombsight in the dive bombers. They located it (conveniently enough) in the
cockpit. Once you’ve begun your bombing run, this sight is quite handy for aiming.
Press a2 (at the pilot’s station) to peer through the bombsight. Note that you
are still controlling the plane, unless you have activated the autopilot. As a piloting aid,
your artificial horizon and airspeed indicator are reproduced to the side of the sight.
Also to the side are the instruments necessary to help you get on target. The sight
itself is fairly straightforward; whatever is in the center area is your current target.
Please refer to the Using the Bombsight subsection for more detailed instructions.
CHANGING PLANES
Changing Planes is one of the options that increases the variety of flight
experience in 1942 THE PACIFIC AIR WAR. Using the 8 key, you can jump from one
plane into another. Whenever you jump into a plane, you become the pilot of that
aircraft. This option is not available to career pilots; career pilots must be promoted
to change their flight position.
In Single Mission play, you will typically start a mission piloting the lead fighter
or bomber (depending on the type of mission you chose). Repeatedly pressing 8
will cycle you back through the other planes in your flight. You will not change into
planes of the other flights. Thus, if you start in a fighter, all of the planes you jump
into will be fighters, and the same goes for bombers. If you continue through the
entire flight, you will return to your original aircraft and start the cycle over again.
45
If you jump into the cockpit during a Carrier Battle, you start the attack piloting
the lead fighter of the lead flight. In this case, 8 will cycle you back through the
entire strike, starting with your flight. Once you’ve exhausted the possibilities of that
flight, you will then move through the next. The process will continue until you
either find a plane you like or run out of new planes to jump into. Finally, then, you
will return to your original aircraft and start the cycle over again.
One final note: for the player who doesn’t mind bending the rules a little,
changing planes can be a big help when you’ve gotten yourself shot up and need to
get out of a badly damaged aircraft. Of course, there’s no guarantee the one you
change into will be in any better shape.
BATTLE STATIONS
Changing Stations is another option intended to broaden the horizons of play.
Real bombers of this era had entire crews, not just single pilots. In many cases, the
bombers in 1942 THE PACIFIC AIR WAR include a second active battle station – the
dorsal gunner, sometimes called the ‘tail gunner’.
Ammo Box
Dorsal Battle Station
As pilot, you control the plane’s motion, the forward-facing weapons, and the
bombs. Press the Station key to move into the dorsal (tail) gunner’s station. From
here, you control only one thing – the dorsal-mounted machine gun(s). Your
responsibility is to protect the “six”,
the vulnerable area behind the aircraft.
“The Gunners’ Creed” (Unofficial)
The autopilot has taken over as pilot.
Use the Flight Control to aim your The pilot’s job is just a chauffeur,
machine gun and Button 1 to fire. it’s his job to fly the plane
Press 1 if you decide to jump back But the gunner does the fighting,
into the cockpit. though he doesn’t get the fame.
46
THE EXTERNAL CAMERA

The External Camera is your roving “eye in the sky”. Though it’s an unrealistic
option (combat aircraft of the 1940s did not have remotely controlled, free-flying
video probes), this camera provides an entertaining way to watch dogfights. It can
also be exceedingly helpful when you’re having trouble finding nearby enemies (the
technical, military aviation term for this is “cheating”). Simulation purists will not
want to use the external camera during missions.
The camera works in three modes, which you can switch between indiscriminately.
Note that if you choose to set up an unusual camera angle it can take some time.
Rather than doing this while piloting and fighting, pause the action (press aP) so
that you can relax a little. (Note: for those unfamiliar with the film terms used below:
‘track’, ‘tilt’, ‘roll’, and ‘pan’, please refer to the Glossary for brief definitions.)
Chase Mode
In Chase Mode, which you call by pressing 6, the camera flies along with the
plane you’re piloting and keeps it in focus. All camera movements in this mode are
relative to the aircraft. The active camera controls in Chase Mode are as follows
(Note that buttons must be held down for the duration of the movement, as when
“dragging” a mouse.):
Button 2 + [Fwd] Zoom In (Get Closer)

Button 2 + [Back] Zoom Out (Back Off)
Button 2 + [Left] Rotate Left (Track Clockwise) around the plane
Button 1 + [Right] Rotate Right (Track Counter-clockwise) around the plane
Button 1 + [Fwd] Rotate Up (Track Over & Under) and around the plane
Button 1 + [Back] Rotate Down (Track Under & Over) and around the plane
Free Mode
Once you press the Free key (a7), the camera is in Free Mode, and it does
not follow or track your plane. It moves only as you direct it. This is the mode you
should use for setting up unusual angles for Tracking Mode or for close examination
of ships, bases, and enemy planes. The camera controls in Free Mode are as follows
(Note that buttons must be held down for the duration of the movement, as when
“dragging” a mouse.):
Button 2 + [Fwd] Move Forward (Zoom In or Track Forward)

Button 2 + [Back] Move Backward (Zoom Out or Track Backward)
Button 1 + [Left] Pan Left (Counter-clockwise)
Button 1 + [Right] Pan Right (Clockwise)
Button 1 + [Fwd] Tilt Down
Button 1 + [Back] Tilt Up
47
Tracking Mode
In Tracking Mode, which you activate using 7, the camera is fixed in place,
independent of your plane. There are no motion commands in Tracking Mode. The
camera will automatically tilt, pan, and roll to keep your aircraft in the center of the
frame. Use Free Mode to set the camera in the location you like (on the surface or
floating in midair – it doesn’t matter ), then sit back and watch. Tracking Mode has
many uses, one of the best of which is for setting up a “Reverse Tactical” view from
any stationary target.
GRAPHICS DETAIL LEVELS

Pressing 9 at any time during a mission calls up the Detail Levels Control
Screen. (The action pauses as long as you are on this screen.) You can use the
options on this screen to modify the level of detail in which many of the parts of
1942 THE PACIFIC AIR WAR are displayed. All of these options default to their highest
or “On” settings. The current settings are represented by example in the screen
displayed to the right of the buttons. In brief, the options are:
Detail Levels Control Screen
Planes Aircraft detail can be switched from low to high detail. When in low
detail, all aircraft will be in polygonal form.
Clouds Cloud graphics come in three varieties. At the lowest setting, there are
no individual clouds, and an overcast cloud cover appears all white (from
above or below). The medium setting has the same overcast, but also
includes polygonal individual clouds. The highest setting includes a
detailed cloud cover, polygonal cumulus puffs, and subtle cirrostratus
wisps. Of course, whether or not any clouds are visible at all will depend
on the weather.
Ships There are three levels of detail for displaying ships.
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Waves Choose whether or not waves should be displayed on the surface of the
water. No waves is the lower detail setting.
Wakes Choose whether or not the wakes of ships should be displayed. The
length of a ship’s wake is proportional to its speed. No wakes is the
lower detail setting.
Stars During a mission that involves night flying, you can decide how the stars
are displayed. No stars at all is the lowest detail level. The medium detail
stars are the familiar twinkling points. High detail stars are the same as
medium, except that they are subject to realistic blurring effects when
you execute a maneuver.
Land The land, mostly islands, is displayed in one of three ways. The simplest
level of detail is basic, polygonal land. Next come smoother, Gouraud-
shaded land masses. Third and most detailed are the completely texture-
mapped islands.
Sprites Set whether or not the sprite graphics are displayed. Sprite graphics
include some of the not-quite-essential bits like explosions and splashes.
No sprites is the lower detail setting.
Visibility You can adjust the current visibility to be as low as 18 and as high as 34
miles. At higher visibilities, you and the other pilots can see farther and,
therefore, see more. At lower visibilities, the frame rate should increase.
Whenever you left-click on the button for one of these options, that option
changes to its next setting. For those options which are not toggles, clicking on the
highest setting will cycle back to the lowest. Every setting change is immediately
reflected in the example screen, so that you know what you’re getting when you
return to the mission.
Keep in mind that the more detailed the graphics are when you play (i.e., the
higher each of the settings), the slower your screen refresh rate (frame rate) will
become. If your frame rate gets too low and the game becomes bogged down or
“chunky”, you might want to lower the detail levels until you get a more satisfactory,
smoother display. When you are finished, left-click on the Return to Mission button
to return to the view from which you pressed 9.
49
ENCOUNTERING All this sightseeing is wonderful, but completing your mission will undoubtedly
THE ENEMY involve some interaction with the enemy. Such is the nature of war. Your mission will
determine exactly what type of interaction you have, but the basic idea is to lay
them out for a dirt nap. Whether you fly and fight for the greater glory of the divine
Emperor or for apple pie and the American way, your goal is to ruthlessly slaughter
the enemy and destroy their machines. Surviving is also a good idea, preferably with
your plane intact (or at least serviceable).
Remember, this is not the gentlemanly air combat of the First World War; this is a
down-and-dirty street fight. Take every advantage you can get and give no quarter.
Sympathy for the enemy means probable death for you (and a court martial).
IDENTIFICATION
Identifying any aircraft you encounter is the first order of business. Modern aircraft
are equipped with radar and IFF (Identification Friend or Foe) systems. These long-
distance detection systems are quite effective and useful. Unfortunately, you don’t
have them. Unless the position or actions of the aircraft make their identity obvious
(shooting at you, for example, or flying CAP over an enemy task group), you must
close to visual identification range.
If your mission calls for you to bomb or torpedo a ship, identification is a much
easier and less hazardous process. You can safely assume that any ship or group of
ships near the target coordinates is an enemy task group, and it is probably your
target. (Note that, since enemy bases are never close enough to friendly bases for
you to confuse the two, identifying base targets is not necessary.) When the target
task group includes a carrier, the carrier must always be your primary target.
Identifying the carrier is simple, since it’s the largest ship in any task group. If there is
no carrier among the target ships, your goal is to sink as many craft as possible.
Keep in mind that the enemy also do not have radar. Their information, like yours,
is limited to what they can gain from visual inspection. If you are a skillful enough
pilot, they may not know you are nearby until it’s too late.
DOGFIGHTING
“Dogfight” is the term commonly applied to any close-quarters battle between
combat aircraft. Your objectives, as should be obvious, are to shoot down the enemy
planes and avoid being shot down. When you get into a situation that requires this
sort of fighting, speed, maneuverability, and toughness are essential. Most
important, however, is the skill of the pilot. No amount of training can truly get you
ready for real combat, but the more you know in advance, the better prepared you’ll
be.
The type of aircraft involved also has a lot to do with the outcome of the dogfight.
Bulky, unwieldy bombers simply can’t compete against nimble fighters. On the other
hand, bombers have an advantage when trying to escape; due to their excessive
weight, they can gain speed quickly in a dive and leave any fighters with no options.
Any fighter foolish enough to try to follow moves right into the tail gunner’s line of
fire. If your bomber is attacked by fighters, dive and run. If you stay to fight, you are
almost guaranteed to be shot down.
50
When in a dogfight, keep in mind that the higher plane has an advantage. Also, a
slower-moving plane is more maneuverable, but much easier to hit. In a battle
between fighters, the aircraft that can get above and behind the other is in the
catbird seat. Never let any enemy plane sit on your ‘six’ for long; if you do, you’ll get
a swimming lesson (or worse).
DIVE BOMBING
Any aircraft that is equipped with bombs and can sustain a dive can act as a dive
bomber. (Note that most torpedo bombers are not built for steep dives.) Of course,
the miniature bombs some fighters can carry won’t cause nearly as much destruction
as the whoppers on a bomber. Regardless of their size, none of the bombs in
1942 THE PACIFIC AIR WAR are self-propelled, heat seeking, laser guided, or have any
of the other modern conveniences. You have to fly right over the target, dive down
at the steepest angle you can hold, and then release your payload. Hopefully, you’ll
have enough air under you to pull out of the dive. If not, you can console yourself
with thoughts of the insurance money your family will get.
All this is assuming you even get anywhere near your target. Let’s just say that
the enemy fighters have been dealt with or are busy elsewhere. You see an opening
and head for the main attraction, the ship or base you’re supposed to destroy. As
you get close, your gleeful gloating is interrupted by explosions all around your
plane. What’s going on? You’re being subjected to flak – also know as anti-aircraft
artillery, or AAA – from the surface. There’s no way to stop it; you can only try to
dodge and hope the gunners are having an off day.
AAA
Flak
More Flak
Light Flak
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The traditionally successful method of dive bombing a target starts with you
approaching at an appreciable altitude (dodging flak). Remember, you have to dive
long enough to aim, and the closer you are when you drop, the better. Coming up
on a moving target from the side is usually a good idea, as it puts you in their
optimum anti-aircraft range for a shorter time. When you’re just about over the
target, go into a full dive, as nearly vertical as your aircraft will allow. Experience will
teach you just how steeply your plane can dive. Drop the bomb(s) when you are
almost directly over your target. The bombs have the same forward momentum as
your plane, so you must “lag” them a little. Make sure to take any motion of the
target into account, as well.
Standard Dive Approach
52
Using The Bombsight
As the pilot of a dive bomber (a Val, Helldiver, or Dauntless), you have the
additional advantage of having a bombsight. Note that you can only use the
bombsight and drop bombs if you are in the pilot’s station. Once you’re in your dive,
you can switch to the Bombsight View (press a1). Since you still have control
of the plane, the airspeed indicator and artificial horizon are reproduced inside the
bombsight. Use them to ensure that you maintain a steady approach.
There are three important things to watch in the bombsight, and all three are
essential to a successful drop. The first is the Dive Angle Indicator, to the right of the
bombsight viewer. As you pitch down, the needle will move toward the center,
which is your best dive angle. The second, and probably the most important, is your
target. You want to keep it centered in the crosshairs, and it will probably be doing
some pretty drastic maneuvering to evade you. Last, but not least, is the altitude
indicator superimposed on the bombsight viewer. As you approach the optimum
altitude for release, the arrow will move to the center.
When the conditions are right for a good drop, both indicators will be in the “red
zone”. At this point, the vertical line on the right side of the Dive Angle Indicator
will turn red. A red line is the cue that it’s the right time to release your payload.
Dive Angle
Indicator
Altitude Indicator
Artificial
Horizon
Airspeed
Indicator
Bombsight View
As soon as those babies are away, your job is done. Pull out of the dive and get
the hell out of there. Once all of a bomber’s eggs are laid, it goes home. The escort
fighters will do the mopping up and gauge the damage you’ve done.
53
TORPEDO RUNS
Torpedo runs are easier in some ways than dive bombing. Of course, they’re
much harder in others. For one thing, only a torpedo bomber (a Kate, Devastator, or
Avenger) can deliver torpedoes. Since torpedo technology was young and
undeveloped, the mechanisms are not particularly forgiving. Once armed, each
torpedo must be dropped from level flight – not too far above the surface, not with
too much forward momentum, and aimed right at the target. Any deviation from the
device’s needs will cause a failure, and the target will not be damaged.
Surprise. Torpedo bombers also have to contend with flak. This is perhaps the
most troublesome aspect of dropping torpedoes, since dodging flak will throw you
off level. Never drop a torpedo when your aircraft is not perfectly level and stable
(unless you have disabled torpedo failures). A bad drop usually results in a rogue
torpedo, which probably won’t hit anything.
The tried and true method of air-launching a torpedo starts with you approaching
perpendicular to the path of the target ship (dodging flak). Note that you can only
launch torpedoes if you are in the pilot’s station. Once you’ve gotten down to
torpedo altitude (300 to 400 ft. for Japanese torps, 200 to 300 ft. for American) and
started your flat run, stay low, below the drop threshold of the torpedo. Make sure
that you’re flying below the safe launch speed of the torpedo (110 kts for American
torps, 260 kts for Japanese). Keep on a good, flat trajectory. Launching from a tilted
flight path is like throwing the torpedo away, and that’s not what you’re out here for.
Standard Torpedo Run
54
Take the time to calculate how much you need

to lead the ship, and get as close as you dare
(you must be inside the range of the torpedo, and
the closer you are when you drop, the better).
Now comes the hard part – waiting until you’re in
range. Each type of torpedo has a different range,
but in general, the closer you are the better.
American airborne torpedoes have ranges of
approximately 6300 yds, while the Japanese
airborne torps must be launched from within
2200 yds. Estimating the distance between you
and your target is tricky, but there’s no
automation to help you. (Remember, radar has
barely been invented.) Good luck, and try to learn Mild AAA (Flak)
from experience. When you’re ready to drop,
make absolutely certain that you’re flying
level.then fire away.
The planes you can pilot can only carry one torpedo. Once it’s loosed, you can
turn around and go home. The fighter pilots will stay as spotters to find out what
kind of damage you did – if any.
“Torpedo runs have to be made at suicidally low speeds because aerial torpedoes are
delicate instruments and flop over when dropped too fast or from too high an altitude.
Lieutenant Jackson made his run at a hundred and twenty miles an hour about thirty
feet over the water. He gave the enemy a square shake at a target for a very, very long
time. Every gun in the force was fired at him. The big cannons were fired into the water
to throw up splashes and wreck him. His intended victim kept making violent turns to
evade him. But he continued steadily through the maelstrom, dropped his torpedo when
about four hundred feet away from his target, saw the torpedo land with a soft squash
in the black water and proceed correctly on its way, and, as he turned, heard the noise
which told him his torpedo had arrived at its proper destination.”
Ira Wolfert, 1942, Guadalcanal
55
STRAFING
Strafing is not always the most effective way to attack a ground target, but if you
haven’t any other options, it’ll do. When strafing, you essentially treat the ground
target as if it were an enemy plane; that is, you shoot bullets at it. You are rather
vulnerable when strafing, so this is not normally a good idea if the target is able to
shoot back.
Strafing Run
Approach your target low enough that you can hit it with bullets, but not so low
that you chance hitting the deck. Keep in mind that you will probably lose some
altitude during the run. You also want to be moving pretty fast, but not so fast that
you can’t aim well. Fire as you pass, then pull
up. If you want to make another pass, perform
a wing over and go for it.
The effects of a good strafe – note the damage to this hangar – are
comparable to bomb damage.
56
Flying back to your home base is almost as easy as getting to the target was. Just RETURNING
as it was on the way out, though, the beginning and end are the most difficult parts. AND LANDING
Even in the unlikely case that your mission is a complete
success, the enemy will almost always be able to scrape up
something to shoot at you as you’re leaving. Since you’re “[We] sat down on the runway as
facing away, trying to escape the battle area, you won’t softly as a falling petal – greasing it in,
necessarily see it coming. This makes evading it rather they call that – and Lieutenant Loberg
difficult. Running fast and high is often your best bet. put on the brakes.
Then we found out there were no
The flight home is certainly a breeze – unless your plane is
brakes, and there we were, all the
damaged. Even if you’re unhurt, keep your eyes open. bomb-loaded tons of us, tearing along
There’s always the chance that a “target of opportunity” will down that runway with nothing to stop
present itself. (This is when identification gets to be vital – us except what Fate might happen to
and tricky.) You can feel relieved when you sight the carrier, think up....there wasn’t any brake at all,
but don’t relax. Landing, as anyone who’s flown in a and what finally stopped us was the
commercial airliner knows, is the most difficult and wing of another plane, a parked one.
dangerous part of flying. There are uncounted thousands of It came right up against our wing
things that could – and will – go wrong. Be prepared. and both wings wrapped around each
other like loving arms. But we weren’t
The first thing to do is one of the most important and most thinking of that at the time. There was
ignored necessities of landing – give yourself plenty of room. a hundred-pound bomb on the other
Optimally, you will line up with the runway at a distance of wing and our wing had snaked it out,
three miles. The best approach is to line up with one end of pulled off its arming wire and moved
the runway, at a speed just barely above your plane’s stalling its firing pin and sent it bumping along
speed. If you’re lining up with a carrier, try to come in from under us. When we saw that, we didn’t
behind the ship, using her movement to offset part of your think of anything at all, just held our
forward velocity. Be careful not to go too slowly, as you can ears and waited for the explosion.
The ordnance man from whom I
easily stall or lose control.
tried to find out why the bomb didn’t
The next important steps are preparatory: lower your gear, go off just said we were damn fools to
extend your flaps, and, if you’re landing on a carrier, put out hold our ears. ‘If that bomb had gone
your arrestor hook. All the best pilots go for a nose-high off,’ he said, ‘you never would have
approach, without any kind of tilt or sideways movement. Try heard anything.’”
to set down on the runway with all your wheels at once. As Ira Wolfert, 1942, Guadalcanal
soon as you touch down on something solid, cut the throttle
and put on your wheel brakes. You can still steer (a little) in
case you’re heading for the edge of the runway.
Oh, yeah – there’s one last thing. If you still have any bombs or torpedoes latched
under your plane when you land, be extra careful. Leftover munitions had a bad
habit of coming loose in the hurly-burly of the landing. They didn’t always explode,
of course. Sometimes they’d just roll around and scare the pants off of everybody. If
something does fall off and go off, at least you’ll get consolation prizes – a front-row
seat for the fireworks and a posthumous Purple Heart.
57
DEBRIEFING Regardless of whether you

survive your mission, you will
stand for a debriefing. (The Navy
has ways of commanding even
dead pilots.) Your commanding
officer will present you with the
total numbers of planes and ships
each side managed to damage or
destroy during the fight. These
statistics tell you exactly how you
fared; no explanation is necessary.
Your total score for the mission is
based on the battle statistics and
on your level of success in
performing the mission objective.
Near Miss on a Transport
This score is modified by the
Difficulty Level you set before
take-off.
UNLOADING THE After the debriefing, you return

BLACK BOX: to your bunk to find a pile of wet
celluloid reels. Crews in many of
FLIGHT FILMS
the other planes, especially the
bombers, carried hand-held
cameras into the fight. This was a
standard practice during the real
Pacific air war, primarily for
documenting kills and hits on
enemy forces. In 1942 THE PACIFIC
AIR WAR, your entire mission is on
Direct Hit on a Barge
film, not just the hits and kills.
The sopping mess dumped on your bunk is the films taken by crews in other
planes. HQ has finished their review of the mission, and you have to decide what to
do with the film. If the mission was nothing special, you’ll likely just want to pitch
the film in the ocean. Go right ahead. That’s what the Cancel button is there for.
If, on the other hand, you think you might like to review the mission later, you’ll
have to save it. Left-click on the Film Name Bar (near the bottom of the box) to enter
a name for the film to be saved under. Press e when you’ve finished typing in
the name, then click on the OK button.
Note that if you change your mind about the name or for some other reason need
to backtrack to the originally displayed default filename, you can do so. Left-click on
the Restore button to start over.
58
CAREER PILOT
Flying single missions is good training. Sooner or later, though, you’ve got to join
the war. As a career pilot on a tour of duty, you’ll have a chance to do your part. You
may not single-handedly win victory for your country (though anything is possible),
but every contribution is an heroic act. There is honor and glory in the sky, for those
who have the courage to earn it.
When you’re convinced you’re good enough, you can start a career as a combat CREATING A
pilot. In order to sign on as a pilot in either navy, you have only to apply. (The PILOT
recruiting officers are a little desperate; volunteer pilots for Pacific duty are getting
hard to find.)
WHOSE SIDE ARE YOU ON?

The first order of business is to pick your nationality. The only options are the
major combatants in the theater, the Americans and the Japanese. Your nationality
will determine your missions and the types of aircraft and armament available to
you. Left-click on either the flag or the name of the nation for which you wish to fly.
WHAT’S YOUR NAME?

Next, left-click twice on any slot on the roster chalkboard. The name currently
occupying that slot will be erased. Type in the name of your pilot and press e.
You will, of course, begin your career at the bottom. If you do well, you can expect
to be promoted.
59
WHAT DO YOU FLY?

Last but not least, you must choose a specialty in which to specialize for this tour
of duty. Left-click on the type of aircraft you prefer to fly. The options are fighter,
dive bomber, and torpedo bomber. Different planes require different battle skills, so
choose carefully.
You are now ready to start your first tour of duty as a rookie pilot in your navy of
choice. Left-click on the door to the Briefing Room to proceed to your first briefing.
THE BRIEFING As a pilot, you have no say in the strategy and planning aspect of the war. Your
commanding officer tells you what to do, and you do it to the best of your ability.
ROOM
The briefing room is where he outlines your duties for the next mission.
Loitering in the back of the Briefing Room, you have several choices. Move the
mouse pointer around until you find them all.
USN Briefing Room
BRIEFING
Instead of staring at pin-ups all day, you could try paying attention to the briefing.
This is the only way to find out what your mission is. Left-click on the mission map to
view the briefing.
VIEW PILOT STATISTICS

Current Hit and Kill statistics are posted for every active pilot on the Briefing
Room Kill Sheet. Left-click on the corkboard to view each pilot’s stats. Use the
arrow buttons at the bottom of the board to cycle through the various pilots. The
q key returns you to the Briefing Room.
60
HALL OF FAME
Click on the Hall of Fame to see the best of the best – those career pilots who
have gone over the top in successful missions. If you’re incredible, you might even
get your name on the list – someday.
RETURN TO PILOT CAREER ROSTER

At this point, you can still abort the mission without penalty (except perhaps
embarrassment) and return to the pilot roster. Left-click on the blackboard to the
right of the map.
FLIGHT DECK
The flight deck is where you instruct the loaders what armament load-out you
want on your plane. When you’re satisfied that you’ve memorized your mission
objectives, this is your next step. In the American Briefing Room, left-click on the
door to walk out to the flight deck. In the Japanese, click on the plane to the left of
the blackboard.
For a detailed description of the flight deck and instructions for arming your
aircraft, please refer to Arming, in the Flying A Mission section.
When you have accepted a load-out for your aircraft, you suit up and climb into
the cockpit.
Before you take off, you must choose settings for the Realism Options, thus PRE-FLIGHT
determining the Difficulty Level for the upcoming mission. Don’t worry, you are not CHECK
deciding on a Difficulty Level for your entire tour of duty (or career). You will have
the chance to modify the Realism Options before every mission. For detailed
descriptions of the various Realism Options and their possible settings, please refer
to Pre-Flight Checklist: Realism Options, in the Flying A Mission section.
Once you finish the checklist and signal the thumbs up to the flight crew, the tarp
is pulled off and you’re ready to start the mission.
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PACIFIC Your commanding officer will assign missions as necessary for carrying out the
CAMPAIGN admiral’s strategy. It is not in the best interest of the fleet that you or even your
MISSIONS superior know the details of that strategy. If you should somehow fall into the hands
of the enemy, the less you know, the better – for the fleet and for you. Trust that
every mission is an important piece of that strategy.
One thing you can rely on is that no mission will be without resistance from the
enemy. This is a war, not a mail run. Don’t be lulled by the quiet sea and the
seemingly empty sky in the minutes after take-off. Enjoy those few restful moments,
because that’s all the peace you’ll get.
Missions will be of the same six basic types as those you flew in training. Please
refer to Mission Type, in the Flying A Mission section, for details.
RECOGNITION Those pilots and squadrons who distinguish themselves in the line of duty will be
FOR rewarded for their courage and skill. Only the best will be honored by having their
contributions to their command, their division, and their country recognized.
EXEMPLARY
SERVICE It is possible that, due to an exemplary service record, one may rise in position.
Of course, keep in mind that promotion to a high enough rank will remove you from
piloting duties.
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CUSTOM MISSIONS
Those of you who are not satisfied with the pre-designed missions included in
1942 THE PACIFIC AIR WAR need not yank out your hair in frustration. You’re not
limited to the built-in situations. It doesn’t matter whether you’ve defeated every
mission time and again and, therefore, become bored or you just don’t like the way
the missions are set up. You can not only modify the pre-existing missions, but you
can also design your own “fantasy” missions and re-create any of the thousands of
historical missions that we couldn’t include.
To begin designing your own missions, select the Mission Builder option from
the Main Menu.
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THE MISSION The Mission Builder is one of the tools the designers used to generate the
BUILDER numerous missions that come with the game. It’s included in 1942 THE PACIFIC AIR
W AR so that you can expand the horizons of gameplay. You sit down in the
designer’s chair and make up your own scenarios.
The options on the main Mission Builder Menu are fairly straightforward; they are:
Load Mission Load an existing custom or pre-set mission into the Mission Builder.
Save Mission Save (and name) the mission that is currently loaded in the
Mission Builder.
Edit Mission Modify the mission that is currently loaded in the Mission Builder.
New USN Mission Create a new mission for United States Navy pilots.
New IJN Mission Create a new mission for Imperial Japanese Navy pilots.
Cancel Return to the Main Menu and discard any unsaved work.
Mission Builder Menu
You can only work with one mission at a time. If you load a previously saved
mission without saving the changes to the mission currently loaded in the Mission
Builder, the unsaved work on the current mission will be lost.
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Select New IJN Mission or New USN Mission to start designing on a clean slate. SETTING THE
Which you choose will, of course, determine which navy is the protagonist. When SCENE
you fly the mission, you will fly for the protagonist nation.
The first thing you’ll want to do (though you’re not actually required to do things
in any particular order, except for assigning a Mission Type and Map Area) is set
the stage for the mission.
MISSION TYPE AND MAP AREA

Before you can begin designing, you must decide in what part of the Pacific
theatre that mission will take place and what sort of mission you are working on.
Use the buttons in the Mission Type Box to implement your choice for the first of
these two. Left-click on the button that matches the area in which you want to
design. By selecting an area, you determine which of the mission maps will become
your Design Map
You have a similiar choice for the type of
mission you wish to design. (Please refer to
Mission Type, in the Flying A Mission
section, for descriptions of the different
Mission Types.)
Every type of mission has certain essential
characteristics that rarely change. A Bomb
Ship mission, for example, would have a
certain hollow quality unless it included at
least one enemy ship. The basic attributes that
make the mission interesting are assumed by
the Mission Builder and placed on the Design
Map for you. Mission Type Box
THE DESIGN MAP

The Design Map is going to be your
primary work-space. The background is much
like that of the cockpit map, including the
latitude and longitude markings. You can also
zoom this map, much like you can the one in
the cockpit. The major difference is the big
Editing Box in the corner.
Editing Box
This box is one of the main methods of
configuring the custom mission. All of the
option buttons are described later in this
section. What you need to know now is that
you can move it around just like any other
window or box. It lists the current Primary Design Map
Flight, Home Base, and Target for the mission.
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Also, if you left-click on the tiny square in the upper left-hand corner, you’ll be
returned to the main Mission Builder Menu.
Starting Time
The current date and starting time for the mission are always listed in the upper
right-hand corner of the Design Map, directly underneath the name of the
battle theater.
Forces
All bases and any forces that have already been inserted into the mission are
represented on the map. Bases are small red (Axis) and blue (Allied) dots, and may
be hard to find. (Luckily, they’re always in the same places.) Flight Groups look like
little planes, and Task Forces are represented by little boats. Note that any base or
carrier group could have one or more flight groups ready to launch.
When the mouse pointer moves over any of these icons, an information box opens.
This box lists all of the vital statistics for whatever force the pointer is covering.
For a: the box lists:

Base Name and Location.
Task Group Task Group Number, Commander, Location, Heading, Speed,
Number of Ships.
Flight Flight Number, Location, Altitude, Speed, Number and Type of
Planes, Formation, Current Orders.
Instructions for setting the initial positions, attributes, and orders of these forces
are later in this section.
DATE AND TIME

The time and date on which the mission begins are essential to the “atmosphere” of
the flight. Historical completists will want to make certain that the date of their mission
matches that of its historical counterpart. The time of day that the mission begins will
affect the amount of light, since the sun is not
always around (at 2300 hours, for example, it’s
pretty dark). Starting a mission near dawn or
dusk will cause substantial visibility
complications for the pilots.
Left-click on the Edit Date button to set a
date and time for the mission to start. In the
Date Box, each part of the date and time has
buttons above and below it. Left-click on the
button above to move time forward, and use
the button below to move time backward.
Any day and time from the beginning of 1942
through the end of the war (in 1945) is
available.
Date Box
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Now that you’ve established the proper setting and mood, you need to populate THE CAST
the world of the mission. The bases are immutable; those that, historically, were OF PLAYERS
in existence at the date you set for the mission will be there, and you cannot
change their positions or ownership. The ships and planes, however, are entirely
under your control.
TASK GROUPS
For the purposes of the Mission Builder, a Task Group is a bunch of ships that
start at their assigned position and move at a set heading and speed for the duration
of the mission. Task groups can act as mobile bases (if there is a carrier in the group),
mission targets, or as anti-aircraft obstacles.
When putting together the task groups for a mission, keep in mind that you can
have up to a maximum of 96 ships on the map. That total includes the ships of both
sides. Naturally, this also limits you to a total of no more than 96 task groups. Of
course, there is no need to have any surface forces in a mission at all, if that’s how
you want it, but Bomb Ship and Torpedo Ship missions will seem rather pointless.
Composition
The surface forces for your mission are not pre-determined by history. (What
would be the fun in that?) Left-click on the Edit Task Groups button in the Edit Box
to begin forming the forces for your mission.
The Task Group Editing Box is divided into three sections. All your work is done
in the bottom area, where the two Ship Lists sit side by side. At first, the left side
lists all of the ships in the default task group, “Available Ships”. The right side lists
the existing task groups. Note that when you move the mouse pointer over the
name of a ship, a graphic representation (picture) of that ship is displayed in the top
area of the box. The vital statistics for the ship are listed in the center area, including
the name of the Captain, the Class of the ship, the top Speed, any unrepaired
Damage, the type of gun in the Main and 2nd gun Batteries, any Torpedoes on-
board, and the type of Radar, if any is installed.
Use the Nationality Button to choose the navy with which you want to start. Note
that the numbering of the task groups for the American side starts at #60, while the
Japanese task forces are numbered from #10 up. If you left-click on the Select Task
Group button under either list, that list will show all of the existing task groups for
the current navy. You can left-click on the existing task group to edit it, or click on
the New Task Group button to generate a new, empty task group.
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Left-click on the new task group (or the default group that was already there) to
have the ships in that group listed. There are none. In the other Ship List, left-click
on “Available Ships” to have those ships displayed in that list. Now you can
compose your new task group. When you left-click on any ship on either Ship List,
that ship is moved to the other list. So, to place ships into a task group, you click
them off of the “Available” list. In this way, you can populate as many task groups as
you need.
Ship Graphic
Ship Data
Ship Box 1
Ship Box 2
Task Group Editing
There are some realistic restrictions on the make-up of task groups, but for the
most part you have a free hand. When you finish with one navy, use the Nationality
Button to switch to the other and complete the process of generating surface forces.
When you are done, left-click on the little square in the upper left-hand corner of the
Task Group Editing Box. All of your changes are saved automatically.
Positioning
Any task group that contains at least one ship is more than just an idea, it’s a
force. As soon as they are created, each force is represented on the Design Map by
the corresponding icon (the little boat). Japanese task groups appear as red boats,
and U.S. task groups are blue boats.
Initially, newly created task groups are just plunked down anywhere on the map.
It is your responsibility to position them in a meaningful manner. Note that under no
circumstances will opposing task groups interact with each other in any way. This is
a game of aerial combat; if you wish to pit groups of ships against each other, try
Task Force 1942 – it’s a great game.
To move a task force, place the mouse pointer over the corresponding icon. Press
and hold the [LMB], then carry the task force to its new position. When you release
the mouse button, the ships will stay where the pointer was when you did so.
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Initial Orders
Putting the ships where you want them to start is a good first step, but real task
forces tended to move about (greatly complicating the war). Your forces can move
as well. Place the mouse pointer over the group of ships you want to order around,
then double-click the [LMB]. The Orders Menu appears, with these options:
Change Course Assign a heading to the entire task group.

Change Speed Assign a speed to the task group.
Edit Flights Give orders to any flights stationed on the carrier(s) in the
task group.
Delete Taskgroup Remove the task group from the map and return all the
ships to the list of those available for assignment.
Exit Return to the map.
Task Group Orders Menu
Changing the heading and speed of a task group is handled in exactly the same
way as it is during a Carrier Battle. Please refer to that section if you need
detailed instructions.
Editing the flights of planes that are stationed on the carrier(s) of a task group
works just as it does when you click on one of the aircraft icons, except that first you
must select which flight to order about. Please refer to Initial Orders, in the next
subsection (Combat Aircraft), for details.
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COMBAT AIRCRAFT
The aircraft are really the heart of any mission. When you play the mission, you’ll
be piloting a plane in one of the flights you generate. Your opponents will be the
enemy flights that you place in the way of your objective. Thus, the choices you
make here are important to how much fun (or how awesomely difficult) your mission
will ultimately be.
When putting together flights of combat aircraft, remember that you can have a
maximum of 16 planes involved in any single mission. That total includes friendly
and hostile craft. Obviously, this means that you can create up to, but not more than,
16 different flights of planes. (If this seems like too few to make for really interesting
missions, keep in mind that even the best pilots during the war would avoid an
engagement – if they could – when faced with 4 to 1 odds.)
Forming Flights
Left-click on the Edit Flights button to start forming flights of aircraft for your
mission. What you’re left looking at is the Flight Editing Box. The top section of this
box is reserved for graphic representations of selected plane types. The middle area
is similarly reserved for vital statistics on the type of plane. The area in the lower left-
hand corner is the Flight List.
Plane Graphic
Plane Data
Flight Editing
When you first open this box, the Flight List contains the default flight(s) for the
type of mission you are creating. You have two basic options now: you can left-click
on the New Group button to generate a new flight of aircraft, or you can left-click on
one of the existing, default flights to edit that flight group. New flight groups are
numbered automatically.
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If you select an existing (or new) flight group to edit, the list of aircraft types
shows up. Notice that the upper portions of the Flight Editing Box reflect the
relevant information for whichever plane type you move the mouse pointer over.
Left-click on the type of plane you want to assign to this flight group. The number of
planes assigned to the group is listed in parentheses at the end of the plane type
listing. Click on that type again to add another plane to the flight. Remember that
navy regulations prohibit certain types of plane from flying in large groups; once you
reach the maximum of that type of plane, the count will cycle back to one. (On the
other hand, the composition of your flights is not limited by historical accuracy. Thus,
for example, you could put Corsairs in a mission that takes place before they were
actually built.)
When you are satisfied with the type and number of planes in the flight, left-click
on the Select Formation button. The pilots in that flight group will be ordered to fly
in whatever formation you choose. (Of course, you have no such control over the
human player.) Note that if you wish, you can left-click on the Select Type button at
this point to go back and re-edit the type and number of planes in the group.
Use the Select Group button to return to the list of flight groups. Create and edit
whatever flights are necessary to your mission design. Make sure that you create
flights containing at least the minimum number and type of aircraft to complete the
mission. A Torpedo Ship mission, for example, would be impossible without at least
one plane capable of carrying a torpedo.
Positioning
Every flight of aircraft that contains at least one plane is automatically placed on
the Design Map. Each is represented by the proper icon (the little plane). American
task groups appear as blue planes, and Japanese task groups are red planes.
Newly created flights are strewn about the map pretty much at random. Unless
you position them somewhere that makes sense, most of them will simply run out of
fuel and crash when you play the mission. If you expect to station a flight at a base
or on a carrier, position that flight on top of its station. When you give the planes
their initial orders, you can settle them on the ground if you wish.
To move a flight of planes, place the mouse pointer over the corresponding icon.
Press and hold the [LMB], then carry the aircraft to their new position. When you
release the mouse button, the planes will drop into the position where the pointer
was when you did so – in formation, no less.
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Initial Orders
Stationing flights of bombers and fighters in their starting positions is only half the
job. Without orders, those flyboys won’t get too far. Place the mouse pointer over
the group of planes you want to order around, then double-click the [LMB]. The
Orders Menu appears, with these options:
Start at Home Order the flight to start on the ground at the nearest base
or carrier.
or
Start in the Air Order the flight to start the mission in the air over the base
or carrier.
Fly Patrol Order the flight to fly a patrol pattern you specify.
Fly CAP Order the flight to fly CAP over the base or carrier at which
it is stationed.
Cruising Altitude Set the altitude at which the flight will fly until they reach a
target or are disturbed by an enemy. Cruising altitude is
30,000 ft or below.
Delete Flight Remove the flight from the map and disband the group.
Exit Return to the map.
Flight Orders Menu
If you choose to have a flight Fly Patrol, you will have to designate the patrol route.
You will notice that lines now emanate from the plane icon in two directions. These
lines and their endpoints, which are called “waypoints”, make up the patrol pattern. If
you leave these as they are, the flight will fly from its starting position to one end of
the route, turn, fly to the other end, turn, and return to the start. The aircraft will
repeat this pattern until they encounter an enemy or run out of fuel and fall. Unless
this is what you want them to do, you will need to modify the patrol route.
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The only way to change the starting point of the patrol route is to change the
position of the flight group. To change the route, position the mouse pointer over
one of the waypoints (you know the pointer is on the waypoint when a yellow
square becomes visible around the waypoint). Click and hold the [LMB], then carry
the waypoint to its new position. Release the [LMB] to set the new waypoint. At
times, you may need to create new waypoints between the existing ones. To do
this, double-click on the waypoint before which you want to insert a new one. At the
menu, select the Insert option. To remove a waypoint, double-click on it and select
the other option. You can set a maximum of 8 waypoints on one route.
Note that planes will only Fly CAP (Combat Air Patrol) over the selected Mission
Target and Mission Home Base. You must choose these sites (instructions for doing so
are in the next subsection – The Plot) before you can order a flight group to fly CAP.
Now that the scene is set and the players have been cast, it’s time to hand out THE PLOT
scripts. You’ve got to choose the heroes and the villains and instruct them as to their
plans and schemes.
If, as you go through the rest of this process, you find that the cast you have
created doesn’t quite fill your needs, don’t fret. You can always go back and change
things at any time, even after the mission is completed and saved to your hard disk.
OUR PROTAGONISTS
The player who is going to fly this mission is only one individual, and no one can
fly more than one of these aircraft at once. Therefore, you must decide which of the
friendly flights you have created will be the primary flight for the mission. The player
pilot will start the mission in the lead plane of this flight.
It may seem too obvious to state, but you should remember to assign the right
type of plane as primary. For example, a flight of bombers should not be the primary
on a bomber escort mission; that would be sort of pointless. Fighters cannot torpedo
ships, and so forth. You get the idea.
Left-click on the Select Primary Flight button to select the flight of aircraft you
wish the player of the mission to pilot. The Editing Box will disappear and the Flight
Selection Box will open. Move the mouse pointer to the group of planes that you
want as the primary flight and left-click on it. The selected flight will be listed in the
Editing Box as the primary flight.
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THEIR HOME BASE

Next, the primary flight needs a place to start out from and return to. Otherwise,
the mission will quite literally never end (except in abject failure, of course), and no
one will get any recognition for their valorous deeds. Only friendly bases and those
friendly task groups which include at least one carrier can act as home base for
a mission.
Left-click on the Select Home Base button to select a home base for the primary
flight. The Editing Box will disappear and the Base Selection Box will open. Move
the mouse pointer to the carrier or land base that will be the home base for the
primary flight and left-click on it. The flight will start from that runway, and the home
base will be listed as such in the Edit Box.
THE LOFTY GOAL

When designing an offensive type of mission (torpedo ship, for instance), you are
required to assign a target for the primary flight to try to destroy. A good thing to
keep in mind when selecting a target base or groups of ships is the effective range of
the planes that make up the primary flight. While one-way missions are certainly
possible (especially for the Japanese late in the war), they’re not much fun to pilot.
After all, you will be flying this mission, not some red-shirted Ensign Osborn.
Left-click on the Select Mission Target button to choose a main target for the
primary flight. The Editing Box will disappear. Move the mouse pointer over the
enemy base or task force that you want to designate as this target. Left-click again to
select the target.
THEIR HEROIC PLAN

The Mission Type will have a lot to do with determining the plan of action for the
primary flight group. One decision that does not depend on the type of mission is
whether the pilots start the mission already in the air or on the runway. You have
free reign in making this choice.
Any mission that is not CAP involves some sort of attack on the enemy. As soon
as you have chosen the home base, target, and primary flight for an attack mission,
the most direct flight route is computed for you. Your pilots, except for the human
player, will be tied to this flight plan, except for times when they are defending
themselves against enemies.
As with almost every other aspect of your mission design, you can customize the
attackers’ flight plan. This flight plan has waypoints at either end and at the target; of
course, you cannot change these endpoints. (One of them is calculated to return the
planes to their home base.) If you insert other waypoints in the route (refer back to
Initial Orders in the Combat Aircraft subsection, for instructions), you can modify
the flight plan. Make sure you don’t overdo it and run your planes out of fuel.
If the Mission Type is CAP, you will not need to design any sort of plan. The
aircraft involved are required to fly a standard CAP pattern.
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THE NEFARIOUS ENEMIES

Every mission should include some enemy forces. If you have not already created
them, then you should do so now. Otherwise, you’re going to be pretty bored just
flying around strafing the few palm trees left in the South Pacific.
Enemies should be assigned duties that complement the protagonists’. For
example, if the goal of the mission is to torpedo a ship, that ship should be
protected by CAP or a patrol flight (or both!). Placing task groups in the way of the
attacking planes is also helpful, as flying through lots of flak is certain to make the
mission more difficult. Defensive Mission Types, such as CAP, should be interrupted
by at least one enemy attack. (If you really want to be hard on the protagonist pilots,
have a friendly task group timed to steam through the target task group just as the
primary flight arrives. Trying to identify which ships are which can be pretty tricky in
the middle of a hot dogfight.)
Just remember, you can have 16 planes and 96 ships going all at once. Though
larger numbers of aircraft and ships will almost certainly slow down the action, the
confusion created by even a moderate number of extra vehicles may be worth
the price.
Once you have gone through all the work of creating a customized mission, SAVING THE
chances are you’ll want to save that mission to fly (or edit) later. When you finish SCRIPT
specifying all the parameters of a mission, you will be left looking at the main Mission
Builder Menu. Select Save Mission to store your new mission on the hard disk.
All of the existing missions you have created are listed in the Save Box that
appears next. You have several naming options for saving the new mission. You can:
1) Click on the name bar to type in the whole name manually;

2) Select and confirm an existing name to replace the existing mission with the
new one (note that this will not work if you are modifying one of the pre-set
missions); or
3) Select and edit an existing name to create a new name similar to the old one.
Of course, if you change your mind about saving, you can always click on the
Cancel button. Note that if you leave the Mission Builder without saving the
mission you have been working on, all of your work will be lost.
Once saved, the new mission is stored in a file in the missions subdirectory and
will be listed with missions of the same type in the Mission Listing Box.
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ACTION Starting any of the missions you have generated is no more difficult than choosing
any other mission. When you choose the corresponding mission type in Fly Single
Mission, your missions will be listed with all the others.
• On the Main Menu, choose Fly Single Mission.

• Decide whether you want to fly the mission from the American or Japanese side.
• Select the type of mission you want to fly.
• Choose your mission from the displayed list in the upper part of the menu.
Voila! Good hunting!
MAKING If one of the missions you’ve created doesn’t measure up to what you thought it
REVISIONS would be, you have the ability to modify it. You can also copy and revise the pre-set
missions that were included with 1942 THE PACIFIC AIR WAR. The process is quite simple.
First, you need to load the mission into the Mission Builder. Choose Load
Mission from the Mission Builder Menu. A box similar to the Mission Listing Box
appears. Select the appropriate Mission Type and Nationality, and all of the
appropriate missions will be listed, including your custom missions. Select and
confirm the mission you want to modify, and it will be loaded.
Next, select Edit Mission from the menu. When the map is displayed, you’re
ready to go. Editing the mission is exactly like creating a new one, except that most
(or all) of the mission is already in place. When you’re finished, save this mission in
the same way as you would any other.
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FLIGHT FILMS
As you fly every mission, cameras record every move you and your opponents
make. Much of the action during the real war was filmed in this way, for various
reasons. The Flight Films in 1942 THE PACIFIC AIR WAR, however, are just a little more
versatile than their historical archetypes.
Using the Flight Film Viewer, you can watch the mission as it appeared to the
player pilot. Beside the usual slow motion, rapid motion, and pause options, you
also have the ability to “jump through the screen” and take over the mission in the
middle (most likely changing the outcome).
The Editing Board features, in conjunction with all of the various camera functions
and viewpoints that are available, let you build new (more exciting) films from the
existing reels. You can save these for later viewing or further editing.
Select Flight Films from the Main Menu to begin viewing and editing the
cinematic records of your missions. First off, you’ll have to choose the film on which
you want to work. Left-click on the name of the film to select it, then on the Load
button to load the film into the Viewer.
Note: Anyone unfamiliar with the film jargon used in this section will find brief
definitions of most of the terms in the Glossary. If you need more detail, these days
most good dictionaries include definitions for film terminology.
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VIEWING Having loaded a flight film, you’ll be presented with the first frame – the
beginning of the mission – and the Camera Info Box. This is probably the best time
to decide how much detail you want displayed in the film. Press 9 to modify the
Graphics Detail Levels. The window that appears is exactly the same as the one
used to modify the Graphics Detail Levels during a mission. (Please refer to
Graphics Detail Levels, in the Flying A Mission section, for instructions.) When
you’ve finished setting the detail options, you’re ready to start watching the mission.
The Camera Info Box is included primarily to give editors information about
what’s going on with the camera. On the left, it shows a graphic of which aircraft the
player pilot is currently controlling. In the center, little info boxes list what frame the
Viewer is presently showing and which mode the camera is in for that frame. On the
right, the status of the Viewer is displayed at the top. The Original and Captured
boxes are most relevant when editing, and thus are described in the Editing
subsection.
Camera View Boxes
Camera Info Box

To some of you, just sitting and watching a mission you have already flown may
not seem particularly exciting or useful. Maybe you’re right, but during the real
Pacific war, pilots went over their Flight Films diligently. These films were the only
impartial record of the enemy’s strategies in the air; they also pointed up flaws in
each pilot’s tactics. If you didn’t learn from your films, you could be sure that the
enemy was learning from his. A mistake that neither of you noticed at the time could
be fatal next time, because your opponent is waiting for it.
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Those of you who are planning to edit your Flight Films will spend a lot of time
viewing them. Professional film editors are constantly doing so. A good familiarity
with the viewing functions is absolutely indispensable when editing a film. These
functions are listed below. (Please note that the keystrokes listed on the Keycard, if
different, supersede those listed here.)
E (Enter) Enter and play the mission at the displayed frame. This allows you
to step into the frame and change what you did during the
mission, thus creating a new flight film. Note that you can not
return to the Viewer after entering a mission.
aG (Go) Instruct the Viewer to go to a specified frame without showing
the intervening film. This feature allows you to seek to a particular
frame without watching all the film in between. The Viewer will
search from the first frame until it finds the one you specify, then
pause and display that frame. Note that you can Go to earlier
frames in the film (rewind), but the Viewer will always seek from
the beginning. There are two special frame names you can use
instead of numbers: Last is the end of the film and First is
the beginning.
M (Modify) Activate the Editing Board and display it on the screen. Note that
only the functions appropriate to the current editing status will
be available.
aM (Move) Move the Camera Info Box to the next pre-set location. You
cannot move the info box around with the mouse like any other
box, and it may get in the way sometimes. Move will cycle the
box through several pre-set locations.
N (Next) Step to the next frame; this function is only available when the
Viewer is paused. The Viewer will remain paused, so that you can
step through as many frames as you wish. This can be very helpful
when editing, as you often need to search for an exact moment to
get the right shot.
O (Observe) Instruct the Viewer to run the film to a specified frame, showing
all of the action to that point. This feature allows you to seek to a
particular frame while observing all that goes before. This is
extremely useful when you are editing and want to put an exact
limit on the length of a shot. The Viewer will start at the current
frame and progress to the specified frame, then pause and display
that frame. Note that you cannot Observe to an earlier frame.
P (Pause) Pause the Viewer at the current frame. The camera remains active
and mobile. Press P again to release the pause and continue
viewing.
79
Q (Quit) Quit the Viewer and return to the Main Menu. If you have
made any changes at all to the loaded film, quitting will
truncate the edited film at the current frame. This means that
all action after that frame will be lost. If you do not wish to
truncate the film, you must Go to the end (the last frame)
before quitting.
R (Rapid Motion) Put the Viewer in Rapid Motion Mode. This is, in effect, the
fast-forward feature. Press R again to return to normal speed
viewing.
S (Slow Motion) Put the Viewer in Slow Motion Mode. This is quite handy
when editing. Press S again to return to normal speed
viewing.
Y (Clear Box) Clear the Camera Info Box from the screen. When moving
the box around isn’t enough, you can have it removed from
view. Press Y again to return the info box to the display.
Note that all of these viewing commands are also functional while editing a
flight film.
EDITING Now that you’re tired of watching the mission happen again from the same point of
view, it’s time to spice it up a little. The editing features let you change the way the
film is shot, though you can’t change what happens. It might be nice to copy a
particular explosion and show it five times in extreme close-up, but this isn’t video.
These films are Navy property, and the sequence of events can not be tampered with
(under penalty of court martial). You must limit your creative expression to the way the
events are presented; your superiors will not let you monkey with the flow of time.
Once you put the Viewer into Editing Mode, you can change the way you watch
any (or every) part of the mission. In fact, if you’re familiar with controlling the
External Camera, it is surprisingly simple to do so.
• Pause the film. Use the Next and Go functions to get to exactly the time in the
mission when you want the shift in viewpoint to occur.
• Now move the camera. You can use any of the pre-set pilot views, the Chase or
Tracking Modes, and the Free Mode to position the camera and determine how
it will move during the shot. Note that you can position the camera anywhere on
the mission map, but that the 6 and 7 modes will always center on the
aircraft you were piloting. The original camera view for the segment of film is
kept in memory and listed under Original, in the Camera Info Box.
• Release the pause and watch the shot progress. Note that the new viewpoint
does not overwrite the original view for that segment of time until you save the
film. If you go back and watch the segment again without saving, it will return
to its original viewpoint.
• When you decide to change the viewpoint again for another shot, repeat this
procedure.
80
After you’ve recorded and saved a shot (or several), it’s a good idea to load the
film again and see how the new shots fit in with the film that comes before and after.
This can be time-consuming, but well worth it to avoid ugly scenes, empty frames,
and other common goof-ups.
There are a few special features available to make editing a little more convenient.
Each of these editing features works through a keyboard command or a button on
the on-screen Editing Board. The major editing functions are detailed below.
Editing Board
Capture Capture a camera set-up. When you find a position and angle that
really suits your needs, chances are you’ll use it more than once. The
Capture command lets you keep one particular such set-up in the
Viewer’s memory, which you can then call up and use at any time.
The viewpoint of this camera set-up will be displayed under
Captured in the Camera Info Box.
Use View Use the camera set-up you stored with the last Capture command.
The camera will shift to that viewpoint immediately, without any
change in the frame number.
Write Activate Editing Mode. You can not do any editing until the Viewer
is put into Editing Mode. This means that you cannot deviate in any
substantial way from the presentation of the flight film. You gain
control of the camera position and angles only by entering this
mode. To discontinue editing and return the Viewer to its default
operation, press Write again.
You can re-edit (write over, essentially) any scene that you’re not satisfied with as
many times as necessary. None of the edits you make are actually final until you save
the new film. Even so, it’s always a good idea to keep the original reels (especially if
you cut a lot off of the end), just in case you change your mind about some particular
piece of footage.
81
SAVING When you’re finished with your edits or just want to save your progress, you need
to exit Flight Films in order to save the modified film. First, you should always Go to
the end of the film; otherwise, it will be truncated at the current frame, and you will
lose the rest of the mission film. (Of course, if that’s what you want to do, don’t
worry about seeking to the end.)
Press Q to Quit the Viewer. The same save box you used at the end of the
mission itself appears. All of the functions are the same. Give your edited mission a
name, then left-click on the OK button to save it.
You should always rename the first edited version of any flight film. Otherwise,
you’ll overwrite and permanently lose the original flight record. If, for some
unforeseen reason, you would then find that you needed to refer back to find a lost
bit or a shot you really liked, it would be too late.
FINISHING A Some of you may be using the Flight Films option as a way of “restoring” an
MISSION unfinished stand-alone mission that you “saved” as a film. Here’s how you do it.
• After you select Flight Films from the Main Menu, select and load the film of
the mission you “saved” and want to finish.
• Use the Go command ( a G ), and enter the word Last instead of a frame
number.
• Wait for the Board to run the film through to the end. This may take some time,
but it will certainly be a shorter wait than re-playing the entire mission.
• When the Board stops at the final frame, use the Enter command (E ) to
continue the mission from the point at which you originally stopped.
When you finish the mission, you will exit just as you would any other mission.
You’ll even have the option of saving the mission film, as usual. Once you use the
Enter command, the Board is deactivated and the entire film manipulation setup is
put away.
82
GLOSSARY OF TERMS
AND ACRONYMS
Absolute Altitude - Height of the plane above the surface of the ground, as
opposed to the height above sea level, which is ‘True Altitude’.
Acceleration - Any change in velocity, whether positive or negative. Generally used
to mean an increase in velocity, with the related negative ‘Deceleration’.
Aileron - The aerodynamic control surfaces, usually located in the wing, that are
used to produce roll.
Air Strike - An offensive maneuver consisting of aircraft flying to and attacking a
target.
Airfoil - Any surface on an aircraft the major function of which is interaction with the
air to produce a specific effect.
Airspeed - The plane’s velocity with reference to the air through which it is moving,
not the surface of the Earth.
Airspeed Indicator - Cockpit device designed to display the current airspeed of
the plane.
Altimeter - A device that measures Altitude.
Altitude - Distance above the surface of the Earth. Altitude may be measured
relative to the actual ground surface – ‘Absolute Altitude’ – or as a function
of air pressure, relative to sea level – ‘True Altitude’.
Angle of Attack - The difference, measured in degrees, between the pitch of the
plane and level flight.
83
Arrestor Hook - A hook-like device attached to the rear of carrier-based aircraft and
used to stop the plane on landing.
Artificial Horizon - A cockpit device much like a gyroscope that displays the
deflection of the aircraft from level flight.
Attitude - The deflection of the aircraft from level flight.
Attitude Indicator - See Artificial Horizon.
Autopilot - A device for controlling the flight of an aircraft without input from
the pilot.
Bank - Leaning, and therefore turning, of an aircraft to one side due to the position
of the ailerons. The pilot causes this by pressing sideways on the stick.
BB - The standard naval abbreviation for “battleship”.
Bearing - Horizontal direction to or from any point, measured clockwise in degrees
from North.
Bernoulli’s Equation - A mathematical description of the physical effect that causes
lift to be generated by airfoils of a certain shapes. Roughly, the idea is that
as air velocity increases, the pressure of that air decreases, and vice versa.
Black-out - Loss of consciousness due to a lack of oxygenating blood flow to the
brain; in aircraft this is usually caused by excessive centripetal acceleration.
Brakes, Dive - Airfoils used in dive bombers to allow these planes to dive more
steeply without gaining excessive airspeed.
Brakes, Wheel - Devices used to slow an aircraft on the ground by retarding the
rotation of the wheels.
CA - The standard naval abbreviation for “heavy cruiser”.
Cannon - Weapons mounted on an aircraft that are too large in caliber or bore size
to be considered machine guns.
CAP - The standard naval abbreviation for “combat air patrol”.
Carrier Group - Another name for any task force that includes at least one aircraft
carrier.
Ceiling - The greatest altitude a certain aircraft can attain. The related term “Service
Ceiling” is the greatest altitude at which a given aircraft will function
controllably. Ceiling is primarily a function of available thrust and the lift
potential of the major airfoil.
Centrifugal Force - A non-existent force, believed by some to be the name for the
outward acceleration caused by inertia when turning.
Centripetal Acceleration - The real name for acceleration due to turning; this
acceleration is directed inward, toward the center of the turn. Inertial effects
cause the “G’s” experienced by pilots.
CH - The standard aviation abbreviation for “compass heading”.
84
CL - The standard naval abbreviation for “light cruiser”.

Climb - Aeronautic term for an increase in altitude – i.e. going up.
Cockpit - Where the pilot sits; this area includes all of the devices and instruments
necessary for controlling the aircraft.
Combat Air Patrol - A defensive flight pattern intended to spot and deflect
incoming aircraft.
Compass - A magnetic device that indicates the direction, measured as a function of
magnetic North, of the aircraft’s flight.
Compass Heading - The magnetic heading, as different from the Bearing.
Compass Rose - An azimuth circle aligned with magnetic North, the primary use of
which is calibrating the cockpit compass.
Compound Emergency - A situation in which a pilot faces more than one
emergency condition.
Coordinated Turn - A turn (bank) during which the rudder is used with the ailerons
to prevent adverse yaw.
Cowling - The structure that covers and streamlines the plane’s engine and channels
cooling air across it.
CV - The standard naval abbreviation for “aircraft carrier”.
DD - The standard naval abbreviation for “destroyer”.
Deceleration - Negative change in velocity; slowing down.
Ditching - A forced landing in the water.
Dive - Any nose-down, substantial loss of altitude.
Dogfight - Combat between aircraft in the air.
Dorsal - Located on the “top” of the aircraft, but behind the pilot and cockpit.
Drag - The force that opposes the movement of the plane through the air,
sometimes called air or wind resistance.
Drift - Defelction of the plane from its intended course due to the wind.
Dud - Any explosive device that does not explode when it is supposed to.
Engine, Radial - Any engine with the cylinders arranged in a circular fashion, usually
around the lengthwise axis of the aircraft.
Engine, In-line - Any engine with the cylinders arranged in a straight-line or “V”
fashion, as in most automobiles.
Engine Temperature Gauge - The cockpit instrument which displays the operating
temperature of the aircraft’s engine.
Escort - A defensive flight pattern in which certain planes, normally fighters, fly
ahead of (but near) another plane or group of planes in order to detect and
defend from intercepting aircraft.
85
External Tank - A fuel tank carried on the outside of the aircraft, usually droppable in
flight.
Final Approach - A flight path that is lined up with the runway, in preparation for
landing.
Flak - Slang term for anti-aircraft fire (AAA) or other non-missile Surface-to-Air munitions.
Flight Crew - The personnel who prepare the aircraft for take-off; this includes
fueling, the service check, and loading munitions.
Frame - One picture of a scene. Several frames, taken in order and at a certain
speed, comprise a film or animation.
Fuel Gauge - The cockpit istrument that measures the amount of fuel remaining in
the plane’s tanks.
G Force - Acceleration due to gravity. In aeronautics, the term is also used for the
forces on the bodies of the crew that are caused by the inertial effects of
high-acceleration turns.
Glide - Flight without power or without thrust.
Go-around - An aborted landing attempt, wherein the pilot has to “go around” and
begin a new approach.
Grayout - A partial black-out or semi-consciousness.
Ground Effect - An apparent gain in lift when the aircraft is flying at or below one
wingspan’s height above the surface. This is caused by the reduction in
drag due to the diffusion of the plane’s downwash against the surface.
Ground Speed - Velocity relative to the surface of the Earth; true airspeed corrected
for wind effects.
Gunner, Rear - That crewman who mans the dorsal weapon(s).
Gunner, Ventral - That crewman who mans the ventral (belly) weapon(s).
Gunner, Dorsal - Same as the Rear Gunner.
Heading - Essentially the same thing as Bearing.
IAS - The standard aviation abbreviation for “indicated airspeed”.
Identification Friend or Foe - A modern electronic system for determining the
identity of an unidentified aircraft at long range, without the necessity for
visual contact.
IFF - The standard aviation abbreviation for “identification friend or foe”.
Immelmann - A maneuver for gaining altitude and changing direction.
Indicated Airspeed - The airspeed displayed by the Airspeed Indicator.
Instrumentation - All the stuff in the cockpit that tells the pilot what’s going on in
and around the aircraft; the gauges and dials.
Knot - One nautical mile per hour, abbreviated ‘kt.’.
86
Land Flow Turbulence - A turbulent airflow caused at low altitudes by winds passing
around obstacles (hills, buildings, coyotes, tanks, etc.).
Landing Signals Officer - The carrier crewman responsible for guiding aircraft on
their final approaches.
Latitude - Distance north or south of the equator, measured in degrees, minutes,
and seconds.
Load-out - The ordnance carried on an aircraft, not including ammunition for fixed
guns.
Longitude - Distance east or west of the Greenwich Meridian, measured in degrees,
minutes, and seconds.
LSO - The standard naval abbreviation for “landing signals officer”.
Missed Approach - See Go-around.
Nacelle - Cowling for a wing-mounted engine.
Nautical Mile - Approximately one minute of latitude; this is equal to 1.15 statute
miles.
Negative g’s - G forces acting in the direction opposite that of gravity; these are the
g’s that make the pilot feel “lifted” and cause red-outs.
NM - The standard abbreviation for “nautical mile”.
Oil Pressure Gauge - The cockpit instrument that displays the pressure of the oil
running through the aircraft engine, a good indicator of the amount of
damage the engine has taken.
ONC - The standard aviation abbreviation for “operational navigation chart”.
Operational Navigation Chart - The cockpit map.
Ops - Standard military shorthand for “operations”.
Pan - Motion of the camera from left to right or right to left around a center; roughly
equivalent to the aircraft motion ‘Yaw’.
Payload - Drop weapons carried on the aircraft; same as load-out.
Pilot - The person who is the primary controller of the aircraft.
Pitch - The angle of the aircraft’s long axis in relation to level flight.
Positive g’s - G forces acting in the direction of gravity; these are the g’s that make
the pilot feel “forced into the seat” and cause blackouts.
Propeller - The airfoil attached to the engine, used to generate thrust.
Radar - RAdio Detection And Ranging equipment; this is not standard equipment in
the aircraft of 1942.
Radar Altimeter - A modern device used to gauge the Absolute Altitude of an
aircraft using radar.
87
Red-out - Loss of vision and possibly consciousness due to bursting blood vessels in
the corneas or other parts of the eyes. This is usually caused by excess
negative g’s.
Roll - (1) Motion of the aircraft around its long axis, as when one wing rises and the
other falls; (2) Motion of the camera around its parallel horizontal axis,
roughly equivalent to the aircraft motion of the same name.
Rudder - The control surface mounted on the tail of the aircraft and used to control
the yaw of the plane.
Scissors - A two-plane maneuver in which opposing aircraft repeatedly attempt to
out-turn one another in order to get the first shot.
Sea Level - Zero altitude; the altitude at the surface of the ocean.
Shot - General term for the combination of a camera set-up and scene; when either
the scene shifts or the camera is ‘cut’ to a new set-up, a new shot begins.
Sink Rate - Vertical speed of descent.
Skid - Sideward motion of an aircraft in flight, generally caused by over-ruddering.
Slip - Motion of the aircraft that is not in line with the long axis, generally caused by
intentionally under-ruddering; sideways flight.
Spin - Rotation of the plane around its center of gravity during a prolonged stall,
usually coincident with a pronounced loss of altitude.
Split-S - A maneuver similar to an Immelman, but involving a loss of altitude rather
than a gain.
Squadron - A group of military aircraft.
Stall - A condition in which the aircraft has lost all of its lift; this is caused by the
plane’s angle of attack exceeding that required for maximum lift and thus
producing turbulent airflow around the wing.
Stick - The pilot’s primary device for controlling the ailerons and elevators.
Tachometer - The cockpit instrument that displays the revolutions per minute of the
engine crankshaft.
Task Force - A force of ships assigned a specific mission or function; normally, a Task
Force is organized around a group of cruisers, carriers, or battleships.
Task Group - A smaller group of ships that is part of a Task Force; though the Task
Groups that make up a Task Force share a common mission, each operates
independently.
Thach Weave - A three-plane maneuver used by two cooperating planes to bring a
third (enemy) plane that is behind the leader repeatedly through the line of
fire of the wingman.
Throttle - The pilot’s primary device for controlling the RPMs of the engine and,
thus, the thrust.
Tilt - Motion of the camera up or down around a center; roughly equivalent to the
aircraft motion ‘Pitch’.
88
Torque - The twisting effect on the plane of the rotation of the engine crankshaft and
propeller.
TR - The standard naval abbreviation for “transport”.
Track - Motion of the camera from one location to another, as distinct from the
motion about a center described in Pan, Tilt, and Roll.
Transverse g’s - G forces acting in a direction perpendicular to that of gravity; these
are the g’s that make the pilot feel “pushed to the side”. Transverse g’s are
much more dangerous than either positive or negative g’s, since they
rapidly cause organ damage.
Trim - Repositioning of the primary control surfaces to correct for tendencies of the
aircraft.
True Altitude - Distance from sea level, usually calculated as a function of ambient
air pressure.
Velocity - Distance travelled over a period of time. Speed.
Ventral - Located on the lower surface or “belly” of the aircraft, usually behind the
wing.
Visibility - The distance the pilot can see from the cockpit; visual range.
Wave-off - A landing attempt that is aborted by the LSO.
Windmilling Propeller - A propeller that is in motion due to the effects of wind and
airspeed, rather than impelled by the engine crankshaft. A windmilling
propeller causes excess drag and increases fuel consumption.
Wing - The primary airfoil for generating lift.
Yaw - Movement of the aircraft about its vertical axis.
Zoom - Change in the focus of a camera. Zooming in causes the camera to focus on
objects that are smaller or farther away, thus limiting the horizontal scope
of the focus; zooming out causes the camera to focus on closer or larger
objects, thus expanding the horizontal scope and bringing more of the
scene into the view.
89
CREDITS
GAME DESIGN ART
Ed Fletcher Max Remington - 3D Art
John Paquin Susan Ullrich - 3D Art
Mike Rea Todd Brizzi - Lead Artist & 2D Art
PROGRAMMING Andy Laken - Opening Sequence,
Animations & 2D Art
Ed Fletcher - Simulation & AI
Erroll Roberts - 2D Art
John Paquin - 3D Graphics
Barbara Jeznach - 2D Art
Scott Spanburg - 3D Object Driver
Mike Springer - Carrier Battles QUALITY ASSURANCE
Rick Wittstruck - Miscellaneous Andy Mazurek - Lead
SOUND Frank Brown
Walter Carter
Ken Legace
Jeff Dinger
Jim McConkey
Jennifer MacLean
Mark Reis
Matt Showalter
MANUALS Destin Strader
John Possidente - Writing Tammy Talbott
Joe Morel - Design & Layout Jim Tricario
Cesar Novoa - Design & Layout Brian Wilson
Nick Rusko-Berger - Art PRODUCER
Andy Laken - Art
Ed Fletcher
Mark Behlart - History
Lawrence Russell - History SPECIAL THANKS
PACKAGING Tom Basham (Thunk)
John Bruning, Sr.
John Emory
Lt. Steve Johnson, USAF
Moshe Milich
Vice-Adm. William P. Mack (Ret.)
Michael Reis
Lt. Col. George Wargo (Ret.)
90
1942 PAW manual 2 cover 8/14/97 4:35 PM Page 1
SIMULATION
THE PACIFIC AIR WAR
PILOT’S HANDBOOK
1942 THE PACIFIC AIR WAR

PILOT’S HANDBOOK
MicroProse
All rights reserved.

Copyright © 1994 MicroProse
This book may not be reproduced in whole or in part, by mimeograph or photocopy or other means
without permission, with the exception of quoting brief passages for the purpose of reviews.
Ira Wolfert quotes from his book Battle for the Solomons, copyright 1943,
North American Newspaper Alliance.
Windows is a registered Trademark of Microsoft, Inc.
“During the duel, [our plane], with a bullet in one of its motors and two
holes as big and flowering as Derby hats in its wings, made tight turns with
half-rolls and banks past the vertical. That is, it frequently stood against the
sea on one wing like a ballet dancer balancing on one point, and occasionally
it went over even farther than that and started lifting its belly toward the sky
in desperate efforts to keep the [Japanese plane] from turning inside it.
It made numerous spiral dives and, at least twice, although in the
excitement of the battle it was difficult to keep accurate count, it dove
vertically like a dive bomber and pulled out so rapidly that a curtain of soot-
colored gray, indicating the beginning of a black-out, dropped over my eyes.
Throughout the entire forty-four minutes, the plane, one of the oldest being
used in this war, ran at top speed, shaking and rippling all over like a skirt in
a gale, so many inches of mercury being blown into its motors by the
superchargers that the pilot and co-pilot, in addition to all their other worries,
had to keep an eye on the cowlings to watch for cylinder heads popping up
through them.”
Ira Wolfert, reporter

Somewhere Over Guadalcanal
2
October, 1942
INTRODUCTION
Welcome to 1942, a great year to be a shark in the South Pacific. One of your
primary goals in 1942 THE PACIFIC AIR WAR is to avoid becoming shark food. The
supplementary information in this book is intended to help you do just that – by
staying airborne. Though skill and daring and marksmanship are extremely important
factors in any aerial combat, it has been proven time and again that knowledge is the
key to victory. When you know the enemy’s strengths and weaknesses, you’re ready
to go into battle. When you know your own even better, you’re ready to win.
This book, the Pilot’s Handbook, contains a detailed flight tutorial, historical
background for the campaigns and missions, statistics on all of the aircraft you can
pilot in 1942 THE PACIFIC AIR WAR, and a few basic combat strategies. Complete
instructions on installing, running, configuring, and playing the game are in the
Game Player’s Guide. The Keycard is a one-stop reference to all of the keyboard,
mouse, joystick, and other controls. The Technical Reference includes the
hardware requirements for running the game and all of the software compatibility
issues discovered before release. Any changes to the game that were made after this
manual was written are also described in the Technical Reference. As always, the
Readme file was written last, so any notations in that file supersede all
other information.
3
FLIGHT SCHOOL
This section is your flight instructor. Any of you who have extensive experience with
piloting, especially combat flying, can probably skip over this part; you’ve been
through flight school once already. The rest of you rookies better read up, read close,
and pay attention. You can be sure that the enemy already knows all of what’s here –
and a lot more.
Despite the differences in design between the several models of aircraft included THE BASICS
in 1942 T HE P ACIFIC A IR W AR (These differences are discussed in detail in the
subsection entitled “The Cockpits”), there are some features of flight that remain
consistent across the board. It is your responsibility as a pilot to familiarize yourself
with the essential basics of flight before you even think of getting into one of your
navy’s expensive aircraft.
Those of you who think you know something about flying might find some of
these lessons overly simplified. Read them anyway. You won’t have this book with
you in combat (even if you do, wiseguy, you can’t read and fly at the same time),
and your life will depend on knowing more and being more skilled than your enemy.
Besides, you might learn something.
4
ESSENTIAL AERODYNAMICS
This is the physics lecture, but don’t nod off yet. You really need to know this
stuff. Literally hundreds of green pilots have lost their lives because they thought
they knew how their plane would react. The only way (let me stress that – the ONLY
way) to really be in control of your aircraft is to understand the forces acting on it and
the way the control surfaces manipulate those forces. You don’t need to memorize
Bernoulli’s equation, but you’d better understand what it means for your wings. The
pilot who has the aerodynamics ingrained in his head can overcome virtually any
enemy, including the “ace-killer”, an uncontrolled spin.
The Five Forces

There are five basic physical forces that you have to worry about when you’re
flying a propeller-driven aircraft. Most textbooks say four, but they’re wrong. If you
don’t know about torque, you’ll end up like the many inexperienced pilots whose
careers (and, too often, their lives) were ended trying to land the Vought F4u Corsair
– the legendary “Ensign Eliminator”.
Gravity is easy to understand; you deal with it every day. Your plane and
everything in it are attracted to the surface of the Earth. The more weight
(technically, mass) is on your plane, the greater the attraction. If there were no
other forces acting on your plane, gravity would pull it to the ground and keep
it there.
Drag would limit how fast you would fall. In simple terms, drag is the resistance
the air offers to anything trying to move through it. A moving aircraft with no
force impelling it would quickly slow down and stop because of the drag of the air
around it.
Thrust is how you force your plane through all that drag. The spinning propeller
pushes air backward, which action results in Newton’s equal and opposite
reaction – a forward motion of the entire aircraft. Of course, this just makes you
plummet faster.
Lift is what keeps you in the air. The aircraft’s wings are designed to take
advantage of a side effect of the law of conservation of energy. The curvature of
the wing causes air to move faster going over the top of the wing than it does
going under. The side effect is that this faster-moving air has a lower pressure
than the slower air (the pressure is determined using Bernoulli’s equation), and
the difference in pressure between the bottom and top surfaces of the wing lifts it.
When the lift on both wings is great enough, the plane is held aloft. With lift and
thrust both working to counteract nature’s attempts to keep your plane from
moving, it flies.
5 5
Torque is twisting power. In an aircraft, the torque you need to worry about is
caused by radial engines. These engines rotate in only one direction, and that
direction coincides with the roll axis of the plane. Some of the torque generated by
the engine’s rotation in transferred to the body of the plane, which makes the plane
try to rotate in the opposite direction as the engine (usually counterclockwise – to
the pilot’s left). If the pilot does not compensate for this (using the rudder), the
torque will cause the plane to roll. This is especially dangerous at low airspeeds and
when landing.
Note: Bernoulli’s equation, as applied to the airflow around a wing (in case you
really want to know) is:
P + 1/2pu2 + pgy = K
That is, for any particular volume of air, the sum of its pressure (P), kinetic
energy (1/2pu2), and potential energy (pgy) stays constant (= K). Meaning,
roughly, that the faster a volume of air moves, the lower its pressure.
The Three Axes

An aircraft can move in an essentially unlimited number of directions. For
simplicity, however, we use a system of reference based on three axes of motion. By
design, these axes correspond to the three main types of aircraft motion that you can
control.
Roll
Pitch
Yaw
Axes of Motion
Roll is rotation of the plane around its length, also called the parallel horizontal axis.
Pitch is rotation of the plane around its transverse horizontal axis. The line formed
by the wings is a good approximation of this axis.
Yaw is rotation of the plane around its vertical axis. If you stuck a steel rod up
through the belly of the plane and spun the plane around it, that would be yaw.
6 6
Control Surfaces
Manipulating these basic forces is how you control the movement of your plane.
Your engine provides the thrust, thus you have control over thrust. Two of the forces
– drag and lift – do not act on all parts of the plane equally. Aircraft designers have
taken advantage of that fact to build in features that let you control the plane. These
features are called the “control surfaces”. Note that you do not have any control over
gravity.
The Propeller is the surface you use to manipulate thrust. By varying the throttle
setting, you cause the propeller to spin at different speeds. The faster it spins, the
more forward thrust you have available.
Elevators are vertically-tilting sections of the horizontal part of the tail. Through
drag, they affect the pitch of the plane. You control them with the forward and back
movements of the stick. When the elevators are down (stick forward), the imbalance
in the drag on the plane makes the nose tilt down. This is called “lessening the angle
of attack”, and it causes the plane to dive. Up elevators, conversely, tilt the nose up,
and the plane climbs.
00
700
Angle of Attack
You can use the Wings, indirectly, as a control surface to manipulate lift. When
you change the plane’s angle of attack (using the elevators), the airflow over the
wing changes. A greater angle of attack creates more lift – to a point. If this angle
gets too big, and the plane’s airspeed is not high enough to maintain a smooth flow,
turbulence will take away all of the lift. Without lift, the plane will stall and drop like a
rock. A lesser angle of attack creates less lift.
The Ailerons are the control surface you will likely pay the most attention to.
They’re like the elevators, only they’re on the wings. When you move the stick to
either side, one aileron goes up and the other one goes down. Suddenly, one wing
gains some extra lift, and the other one gets stuck with more drag. The former wing
rises, while the latter drops. This motion is called “roll”. Your aircraft turns (banks) in
the direction of the roll – the direction you moved the stick.
7
Built into the wings are Flaps, which you can extend or retract as necessary. These
are used most often during landing, but they do have the occasional other purpose.
Extending the flaps (“flaps down”) has several results. First, lift is increased, so the
plane rises; next, drag is also increased, so the plane slows. Overall (and this is most
important), the flaps lower the speed at which the aircraft will stall. This means that,
when landing, you can approach more slowly without stalling or, conversely, dive to
a landing more steeply (because the flaps slow you), then “flare” – bring the nose up
sharply just before touching down – and the flaps will kill most of your speed. Keep
in mind that when you retract the flaps (“flaps up”), the plane will drop a bit. Some
pilots use partial flaps for extra lift during take-off. If you are one of those, do not
raise your flaps too soon after take-off, or you may find yourself at a negative
altitude.
How much you use the Rudder depends on how soon you want to retire, and
how violently. The rudder is a horizontally tilting section of the vertical part of the
tail. Through drag, it affects the yaw of the plane, pointing the nose left or right. Not
using the rudder enough will cause a rough ride and a very rough (if not violent)
landing. Using the rudder too much or too often can quickly lead to your losing
control of the plane. From there, it’s a short downhill ride home.
Brakes come in two types. Dive Brakes (sometimes called Air Brakes) are a
control surface. Wheel Brakes are like the brakes on a car, and they only work when
you’re on the runway. The dive brakes aren’t built for fine control; they’re either on
or off. When on, they increase the drag on the aircraft, slowing the plane without
causing any appreciable deflection from your course. When off, they have no effect
at all.
Inertia “We dove straight down

All good pilots are aware of the effects of inertia on their aircraft and so rapidly that my knees
on their bodies. Pilots who do not understand inertia crash a lot. One buckled under me.... Nobody
definition of inertia is “the tendency of any object to resist a change to knows how many times the
its state of motion”. What that means is that if your body or your plane weight of gravity was
is sitting still, it wants to stay that way; if it is moving in a particular multiplied by that dive,
everybody being too busy
direction at a particular velocity, it wants to retain that speed
to notice. But I could feel
and heading. my cheeks pull far down
Inertia causes all sorts of trouble for pilots. Most importantly, it makes below my eyes and could
engines necessary. When starting your plane from a dead stop (at take- feel my eyes sticking out of
off, normally), you’ll need much more throttle to accelerate than you my head and my cheeks
will during flight. The engine has to overcome the inertia of the aircraft, resting on my shoulders,
which is trying to keep it still. While in flight, inertia makes maneuvers and everything that was
inside of me pressed into a
more difficult at higher speeds. The faster your plane is moving, the
bundle and forced into my
more inertia it has in the direction of movement. Thus, the engine and lap.”
control surfaces have to do more work to get the plane to change Ira Wolfert, 1942,
direction. somewhere over the
Solomons
8
The most noticeable problem inertia causes is g forces. The ‘g’ is a standard
abbreviation for acceleration due to gravity; in this case it is used to denote any
acceleration experienced by the plane and pilot. Whenever you change direction,
you are subject to g’s. If you turn to the side (as in yawing or banking), you’re
putting a centripetal acceleration on the plane and your body. Inertia (often
mistakenly called “centrifugal force”) tries to keep you moving in your original
direction, causing “transverse g’s”. When you turn downward, “negative g’s” make
you feel lighter, as in a dropping elevator. If you turn upwards, as in pulling out of a
dive, “positive g’s” push you into your seat. Positive and negative g’s have risks –
blackouts, greyouts, and redouts – which are described in the Blackouts subsection
in Flying A Mission.
LEVEL FLIGHT
Level flight is simply a matter of compensating for any predisposition the aircraft
may have. For example, planes with radial engines tend to roll to one side, due to
the excess torque inherent in the radial design. To fly straight and level, you need to
counter the tendencies of your plane. A gentle hand on the stick and perhaps a little
rudder is all it takes to maintain level flight. If you find it difficult to level your plane,
the control surfaces (rudder, ailerons, and such) may have been damaged. Return to
the carrier or base as soon as possible for repairs.
Pilots generally make level flight easier by setting the “trim” of the aircraft.
Trimming is analogous to calibrating a joystick to center. You can “calibrate” the
elevators to compensate for lift and the ailerons and rudder to compensate for roll. In
1942 THE PACIFIC AIR WAR, all of this is done for you by the automatic trim feature.
Though this may seem unrealistic, the theory behind it is simply that trimming
comes effortlessly to a pilot as skilled as you, like breathing. You don’t think about it,
you just do it.
ACCELERATION AND DECELERATION

Acceleration and deceleration – speeding up and slowing down – are controlled
by many factors, few of which are under your control. The throttle is the one factor
over which you have the most control. More throttle means higher speed (and faster
fuel use), and less means lower speed. Diving also adds to your airspeed. Climbing
and turning both cause your plane to lose speed, as does flying with your gear
down. You can also use the Dive Brakes if you want to cut your speed quickly.
9
RISING AND FALLING

Rising and falling are two of the most often misunderstood and under-appreciated
essentials of flying. If you want to gain altitude, the preferred method is not pulling
back on the stick, as a rookie pilot might assume. That will cause you to rise, but it
also pitches your nose up and slows your plane. Increasing throttle not only makes
you gain altitude, it adds to your airspeed.
To lose altitude without gaining speed, cut back on the throttle. In this way, you
avoid pushing the stick forward, which would lower your nose and add significantly
to your airspeed. Pushing the stick is also a good way to cause a redout. If you must
stick forward to fall, use your air brakes if you need to prevent the gain in airspeed.
Note that in 1942 THE PACIFIC AIR WAR, these effects are almost entirely cancelled
out by the automatic trim feature. The auto-trim works to keep the aircraft level and
steady during normal flight. There are limits to what the auto-trim can compensate for,
however. Rising and falling effects will be a factor at sufficiently high and low speeds.
CLIMBS AND DIVES

Climbs and dives are more dramatic ways of gaining and losing altitude. To climb,
pull back on the stick. The farther you pull, the steeper the climb will be. Keep in
mind that the steepness of any climb is limited by your airspeed and the capabilities
of the aircraft. To dive, push forward on the stick. The farther you push, the steeper
the dive. Diving will cause your airspeed to creep up; use your air brakes to keep
from gaining too much speed.
Climb and Dive
10
The reason this works is that tilting the plane changes the “angle of attack” of the
wing surface. The angle at which air encounters the airfoil determines the amount of
lift acting on the plane. A greater angle of attack means more lift, so your plane rises.
A lesser angle of attack means less lift, causing your plane to fall.
00
700
Angle of Attack
Remember also that quick, steep dives are the main cause of red-outs. Combat
pilots who want to lose altitude quickly will not normally push the stick forward.
Instead, they flip the plane over, then pull back on the stick to “climb” downward.
Repeating the flip and climb straightens the plane out again, or you can continue the
downward “climb” and end up pointing back the way you came (if you have room –
otherwise, you end up getting your plane wet). Please refer to the Split-S maneuver
in the Advanced Flight subsection for a detailed description and a diagram.
Steep Dive
11
SIMPLE TURNS
Simple turns are called “banks”. Push the stick to either side to tilt your plane to
that side, thus turning in that direction. You can also push the rudder to that side to
tighten the turn. You will notice that you lose speed as you turn, the nose starts to
drift downward, and you begin to lose altitude. Add throttle to speed up, then pull
back on the stick and ease the rudder in the opposite direction to counter this drop.
For every aircraft there is an optimum airspeed for making nice, tight turns. If you are
flying faster than this optimum, your turn will be more open than necessary; if you
are below the optimum airspeed, you will lose altitude more quickly.
Simple Bank
AUTOPILOT
Autopilot is an option not everyone will want to use. Few of the aircraft you can
pilot in 1942 THE PACIFIC AIR WAR actually had an autopilot installed, and none had
one as sophisticated as this. This feature is included strictly to ease gameplay in
certain situations. For example, if you choose to accelerate time (please refer to the
Game Player’s Guide for instructions), the plane will become extremely hard for you
to control; the autopilot has no such problems. The autopilot will take control of the
plane and fly any portion of the mission for you, including combat. Your plane, in
essence, becomes just another of the many computer-controlled aircraft. (Of course,
if you have gotten your aircraft damaged beyond control, the autopilot can not help
you. Bail out.) Turn the autopilot off again to regain control of your plane.
12
FINAL ADVICE
You can learn more advanced maneuvers from watching your fellow pilots,
especially your lead. Analyzing the tactics of the enemy is another good way to learn.
(According to Sun Tzu, your enemy is the most important teacher of all.) During
dogfights, though, you’re usually quite busy, and there’s rarely time for analyzing every
move. Later, in the security of your base of operations, you can review flight films at
your leisure. Please refer to the Flight Films section of the Game Player’s Guide for
detailed instructions on viewing and saving these valuable references.
INSTRUMENTS The instruments in the cockpit do not really vary from plane to plane. Every
aircraft in the Pacific theater is outfitted with the same essential instruments, though
they are certainly not in the same place in every cockpit. 1942 THE PACIFIC AIR WAR
reproduces the most important instruments, leaving out much of the complexity of
the cockpit instrumentation to facilitate gameplay. This basic set of gauges and dials
are summarized here.
Remember that many (if not all) of the

instruments in your cockpit will be located
below the “dashboard” visible in the standard
cockpit view. Tilt your view down and up or
(in fighters) use the Virtual Cockpit Mode view
to get a look at these gauges.
Sample Cockpit: Std View
Sample Cockpit: Lap View
13
COMPASS
The compass is a simple, magnetic direction indicator. Whatever heading is
at the top of the needle is the direction in which the nose of your aircraft is
pointing. Headings are numbered from 000 (zero) to 360, starting and ending
at due North and proceeding clockwise. Thus, due North is both heading 000
and 360, East is 090, South is 180, and West is 270.
ARTIFICIAL HORIZON Magnetic Compass
The artificial horizon (also called the “Attitude Indicator”) is a floating ball that
indicates your plane’s relation to the surface of the Earth, or attitude. This is
extremely useful when visibility is poor or for some other reason you cannot see
the natural horizon. If you are flying level, the artificial horizon will be centered
and flat. If you are banking or rolling, it will be at an angle. When you climb, the
light part (the “sky”) will cover more of the gauge; when you dive, the dark part
(the “ground”) covers more. Keep in mind that the artificial horizon represents
the actual, natural one. This is not radar! Irregularities in the surface of the Earth
(mountains and such) are not reflected on this gauge.
Attitude Indicator
AIR SPEED INDICATOR
The air speed indicator is a dial that registers the speed of your aircraft in
relation to the air around it. This airspeed is indicated in knots, which are
nautical miles per hour. Remember that, since a nautical mile is longer than the
statute mile used for land travel, your airspeed is a deceptively lower number
than your speed with relation to the ground. Since the actual velocity is the
same, mistaking knots for miles per hour can cause serious problems when
landing. Also keep in mind that your airspeed must remain above a certain
minimum (different for each model of aircraft) to stay aloft. Lower airspeed
means greater control of the plane’s lateral (horizontal) movement, but less Airspeed Indicator
power for climbing.
TACHOMETER
The tachometer dial measures the rpm (rotations per minute) of the aircraft’s
engine. Under most circumstances, this is also the rpm of the propeller
crankshaft. (Many planes had step-up gears and such, so this is not always true.)
This indicator of engine power is relative to, but not directly determined by, the
amount the throttle is open. Though the tachometer can serve as a rough guide
to how much throttle you have on, especially during level flight, do not rely on
rpm for an exact gauge. Knowing your engine’s rpm is primarily useful when
you are planning a maneuver that requires a certain amount of engine power.
Climbing, for example, or pulling out of a particularly steep dive. RPMs
14
ALTIMETER
The altimeter tells you how far above sea level you are. The short needle
indicates thousands of feet, the long needle indicates hundreds. So, for
example, when the long is at “2” and the short is at “4”, you are 4200 feet
above sea level. Since none of the aircraft in 1942 T HE PACIFIC AIR WAR is
equipped with radar, radar altimeters are out of the question. Your altitude is
measured as a function of the ambient air pressure, not absolute altitude. What
this means to the pilot is that you can only trust your altimeter when flying over
the ocean (which is pretty flat and always very close to sea level). Over land,
Altimeter
you must stay alert for changes in the topography. If you are less than 100 feet
above a 2000-foot mountain, your altimeter will still read 2100 feet. An
inattentive pilot might feel safe making a dive and later (assuming he survives)
wonder why he crashed.
OIL PRESSURE GAUGE

The oil pressure gauge, like the one in an automobile, keeps track of the
pumping pressure of the oil that lubricates your aircraft’s engine. Since your flight
crew are the best the navy has to offer, you can assume that there is nothing
wrong with the engine when you take off. If you start to lose oil pressure, there
can be only one explanation – your engine has been damaged by enemy fire.
The leak may not be a bad one, but you shouldn’t take chances. If you can,
return to your take-off point right away. If you do not, the oil will eventually all
run out, and the plane’s engine will seize (stop working suddenly). If you’re
Oil Pressure lucky, you might be able to glide to a safe landing, but it’s much more likely that
you’ll end up a sitting duck for enemy pilots to shoot down. If you choose to stay
in the fight and end up bailing out, fine. Living to fight another day is better than
going down with your plane. However, unless you had a damn good reason for
staying, expect a reprimand. Bringing your country’s plane home with you is
more important and honorable than seeking personal victories and fame.
ENGINE TEMPERATURE GAUGE

The engine temperature gauge indicates the operating temperature of your
aircraft’s engine. As you warm up prior to taking off, this gauge should rise from
the bottom to hover approximately in the center of its range. Under normal
conditions, engine temperature will not deviate substantially from this center.
Note that combat flying at high RPMs is not considered normal conditions.
During combat maneuvers, running the engine without oil, carrying heavy
loads, or when the engine has been damaged, the temperature may rise to
dangerous levels. If the temperature nears the top of the indicator’s range, there
Engine Temp. is a good chance your engine will cease functioning. Avoid this if at all possible.
Although you will hear stories of cooled-off engines that were restarted in flight
after overheating, these are almost miraculous exceptions to the rule. Most
pilots who overload their engines simply crash and die. Overheating causes
permanent damage to the engine which must be repaired before the aircraft is
airworthy.
15
FUEL GAUGE
The fuel gauge, like the one in a car, tells you how much fuel is left in the
tanks. The level in your main tank is measured by the bright white “Main”
needle of the gauge, while the level of fuel in any external tanks (normally, these
will only be mounted for search flights and some fighter missions) is indicated
on the dimmer “Reserve” needle. If the reserve tank runs out, the engine will
begin drawing from the main tank automatically. Once the external tank is
empty, you should consider jettisoning it. Without the excess weight of the
empty tank, your plane will handle better and fly faster.
Fuel Gauge
MANIFOLD PRESSURE GAUGE
The gauge labeled “MP” is not the Military Police Indicator, it measures
manifold pressure. This is an approximate measure of the air pressure inside the
engine. Taken together with the Tachometer reading, this information gives you
a very good idea of how much horsepower you have available. A lower
manifold pressure means less available power, while a higher one (always
assuming that the pressure is not great enough to destroy the engine) generally
means you have more horses.
Note that the M.P. can also be a reliable indicator of engine damage. If your
engine is punctured by one or more bullets or chunks of shrapnel (or a spear, for Manifold Pressure Gauge
that matter), the manifold pressure will start to drop. If the pressure ever drops
all the way to zero, one of two things is the case. Either you have turned the
engine off or it has ceased functioning and become ballast.
Manifold pressure has a habit of becoming slightly lower as your altitude
increases, reflecting the decrease in ambient air pressure. Thus, at higher altitudes
(usually above a certain optimum operating altitude, which is different for each
model of aircraft) you will tend to get a little less power from the same amount of
throttle.
RATE OF CLIMB INDICATOR

The R.O.C. Indicator lets you know how quickly your altitude is changing.
Though you can get a rough approximation of this by watching the altimeter
move, sometimes you need to know in a glance, and that’s where the R.O.C.
comes in. If the needle is above the centerline, you’re climbing; if it’s below,
you’re diving (or falling). Different planes have different scales (x10, x100,
x1000, etc.), but the hash marks on the dial will always indicate a number of feet
per minute.
R.O.C.
16
FORMATIONS If you’ve gone ahead against advice and flown a mission or two without reading
this, you probably noticed that the aircraft in your flight are flying in formation.
(Excepting you, of course, since you had no idea what was going on.) This is
standard procedure, even if your flight is only yourself and one wingman. Your flight
should stay in formation until the enemy engages you in combat or the mission
ends. All of the normal formations you will encounter in 1942 THE PACIFIC AIR WAR
are variations on two basic themes.
ECHELON
Echelon formations come in two flavors: echelon left and echelon right. The
planes fly behind and to one side of each other, forming a diagonal or “stair-step”
line. This type of formation can accommodate any number of aircraft, though it is not
suggested for more than five. A two-plane echelon is the standard lead and wing
man formation.
Echelons
17
V
V Formations, or “Vees”, are the standard formation for flights of bombers (and
geese). The front two following planes keep position behind and to each side of the
lead aircraft, thus forming the ‘V’. Any further planes extend the legs of the
formation; the standard V does not include any aircraft within the legs of the V. When
there is an even number of aircraft in a V formation, the flight leader decides which
leg will be extended. The two-plane V is essentially the same formation as the two-
plane echelon.
V Formation
18
BOMBER ESCORTS
Bombers and their escorts fly near each other, but not in the same formation. As
noted above, flights of bombers generally travel in a V formation. The escorting flight
of fighters should keep 1000 feet above the bomber group and 1000 feet out in the
direction from which the enemy is expected. Any formation is acceptable for the
fighters, so long as it maximizes the protection of the bombers.
Bomber Escort
19 19
There are several easy maneuvers that are not only basic, but essential to combat
flying. You may already be familiar with some of them. Regardless, you should
practice every time you begin flying a new type of aircraft; every plane reacts
differently, and you should always adapt to your aircraft – it will not adapt to you.
Aileron Roll SIMPLE

The aileron roll is not a maneuver that you are ever likely to use, unless you fly in MANEUVERS
an air show after the war. The utility of this simple roll is that it is a basic component
of almost every other possible maneuver, trick, or trap you might use.
Push the stick all the way to either side, hold it there, and you will perform an
aileron roll. Center the stick again once you return to an upright attitude. Now roll in
the opposite direction. Notice how your plane acts during the rolls: which direction it
“likes” to go in, how much speed and altitude you lose, etcetera. The little things get
to be very big during a close-in dogfight.
Now roll into the inverted position and center the stick there. Spend a little time
upside down and see what the plane tries to do. Roll back over whenever you’re
ready (preferably before you hit the water). The half roll is the first step in many an
important and useful maneuver.
Aileron Roll
20 20
BARREL ROLL
A barrel roll can occasionally be useful in a dogfight, especially if your opponent is
inexperienced or just plain stupid. It is similar to the aileron roll, but has a lateral
component that turns it from a spin-in-place to more of a horizontal corkscrew
motion. Unless your enemy is on your tail, performing the full roll may not be of any
value. The barrel roll is similar to the aileron roll, however, in that a partial roll is
often used as a part of another, more complex, maneuver.
To perform this roll, you push the stick to one side as in the aileron roll, but you
also pull it back a bit. A perfect barrel roll brings you back to the same position and
altitude, but lowers your airspeed. (Normal pilots will lose some altitude.) It is the
lessening in your speed that will sometimes trick your opponent into overshooting.
When you recover your position, you will likely be right in his six.
Barrel Roll
21
LOOP OVER
The loop over is what most people (including roller coaster designers) simply call
a loop. A related maneuver, the loop under, is also covered here; thus the slight
difference in the name. The loop is, essentially, a way to turn your plane over and
end up back where you started. Sometimes it is useful in combat, but its primary
importance (as with most basic maneuvers) is as a part of more complex maneuvers.
Make sure you have plenty of airspeed before you try a loop over. If you run out
of steam partway through, you will stall and could end up in a spin (which is bad).
Pull the stick all the way back and hold it there. If you do start to stall, give it more
throttle. During the first half of a loop over, you will lose airspeed dramatically. This
makes you an easy target for anyone who foresaw the maneuver. If you do notice
someone shooting at you, however, you can easily roll out of the loop and enter a
dive, using up some altitude to gain speed. Unfortunately, an enemy who saw the
loop coming will probably be ready for the dive, too.
After you reach the top of the loop, you won’t need the extra throttle any longer;
you’ll reclaim almost all of your lost airspeed from gravity during the second half. At
the end of the loop, you should return to the same heading and speed you started
with. Center (neutralize) the stick for level flight.
Loop Over
22
WING OVER
The “wing over” is what was originally called an “Immelmann”; however, there is
another Immelmann maneuver now, so this turn has been renamed. A wing over is
a handy way of turning around at the end of a strafing run, but is not much use in a
dogfight. Since you begin the turn by climbing, thus losing speed, you’d be a
sitting duck for any alert opponent. Note that you cannot perform this maneuver
unless you use rudder pedals or some other (non-automatic) method of controlling
the rudder.
As mentioned, you start a wing over by pulling back on the stick and climbing.
The idea here is to gain a little altitude and lose some airspeed. Therefore, do not
increase throttle to compensate for the plane slowing down. One of the
consequences of the aerodynamics of flight is that rudders are most effective at
low speeds.
When you have sufficient altitude to begin another run and your airspeed is in the
good range for rudder control, it’s time to turn. Kick the rudder full to either side and
neutralize the stick. Your aircraft should do a quick 180-degree turn, exactly like a car
doing a J-turn. Push the stick forward and go into your strafing run.
Wing Over
23
LOOP UNDER
The loop under is essentially a reversed loop over, except that it can be more
dangerous. It is also more valuable in combat, since you gain speed quickly early
in the loop. The loop under is also used as one step in some more complicated
maneuvers.
You don’t need to worry about airspeed when you start, but you do have to
consider your altitude. If you have less than 5000 feet beneath you, don’t bother
(unless you want a swimming lesson). Perform half an aileron roll, so that you’re
inverted. Pull back on the stick and hold it there. During the first half of a loop under,
you will gain airspeed quickly. This can be pretty handy when trying to elude an
opponent. Do not do anything to slow yourself down, or you may not be able to
complete the loop.
After you reach the bottom of the loop, you’ll stop accelerating and begin to lose
airspeed on the way back up. This is when you become vulnerable to any enemy
who sees what you’re doing. If it becomes necessary, you can increase throttle to
finish faster or simply roll out of the loop. At the end of an uninterrupted loop, you
should return to the same heading and speed you started with. Neutralize the stick
to return to level flight.
Loop Under
24
EMERGENCY It would be nice to think you’ll never need to know any of the emergency
PROCEDURES procedures outlined in this section, but let’s be realistic. You’re not flying a kiddie ride
at Coney Island – this is a war. Since this information could (and probably will) save
your life and our expensive aircraft, you will learn it. Trust me, it’s for your own good.
RECOVERING FROM A STALL

A stall isn’t really an emergency – unless you don’t know how to deal with it. A
wrong move during a stall could easily put you into a spin, and if you can’t cope
with a stall, you sure as hell won’t be able to save yourself from a spin.
Your aircraft will stall when it does not have enough lift to balance out the force of
gravity. There are lots of ways this can happen, but two are most common. The first
is a simple lack of thrust. Since thrust is what keeps the air flowing around the wing,
and the airflow generates lift, lack of thrust equals lack of lift. The second is more
complex. Whenever your aircraft is climbing, the angle of attack is increased; if you
do not have enough forward motion (thrust) to compensate for the loss of lift this
causes, the plane could stall. This is the more dangerous type of stall, partly because
of its complexity and partly because you were probably climbing for a reason.
If you go into the second type of stall too low, you’d better bail out. Without
enough sky under you to safely recover and get out of the resulting dive, you
haven’t got a chance.
To recover control from the first type of stall, you don’t really have to do anything.
The nose of the plane will dip when you stall, and you will start to gain speed as you
dive. The extra speed should cancel the stall, and you’ll regain control of the aircraft.
Alternately, you could increase throttle. This is probably the better option, since
otherwise you’ll just stall again.
The second type of stall is more troublesome. Since you were climbing, your nose
is pointed up. The first tendency of the aircraft, then, is to go nose-down and act like
a rock. Let it. Neutralize the stick, and you can control the direction in which the
nose falls using the rudder. If you’re not at too great an angle, you may even be able
to get the nose to fall forward, into a standard dive.
Once you’re diving, neutralize the rudder and use the stick to straighten out. Pull
out of the dive as gently as your altitude and situation allow. Next time, be sure you
have enough airspeed for the climb, or use more throttle to avoid stalling.
GETTING OUT OF A SPIN

Spins are potentially the most dangerous situation a pilot can get into. The pilot’s
handbook for almost every aircraft warns against entering a spin intentionally, since
they can be so difficult to escape. Unlike some other ways of “sitting down on the
water”, a spin will almost never conclude with a survivable belly landing. To survive
a spin, you must either get out of the spin or get out of the plane.
If you go into a spin at any altitude below 3000 feet, bail out immediately. You do
not have enough maneuvering room to save your plane, so you may as well save
your life.
25
If you feel you have enough room below you, your first action should be to jam
the rudder hard (“with a positive motion,” the book says) in the direction opposite
the spin. Hold it there. Half a spin later, push the stick full forward, jamming the
elevators to full. Do not move the stick to the side under any circumstances; keep it
centered. Neutral ailerons are essential to stopping the spin. Do not adjust the
throttle at all.
If there is no change in the spin after five turns or so, try something else. Often, if
you were going exceptionally fast when you entered the spin, you should allow
more time for the recovery. Unless you feel you are getting control, you should bail
out when you get too low.
If and when the spin eases and you feel control of the plane returning to you, you
will find yourself in a dive. Ease out of it as gently as your altitude and situation
allow, so as to avoid going into another spin.
DAMAGE
There is absolutely nothing you can do to repair damage to your aircraft while in
flight. The instruments in the cockpit will be your warning when your plane takes
damage. Sluggish controls or loss of control of the plane are also reliable signs of
damage. Your only recourse is knowing how to cope and how to react.
Remember, once you’re airborne you
are in command. If the damage to your
aircraft is severe enough that you are
having trouble controlling your flight, you
have a command decision to make. Use
your best judgment as to whether to
continue on and attempt to complete
your mission. Too much damage will
make your mission impossible, and you
may need to return prematurely. If the
damage is too great, you may even have
to bail out in order to save your life (and
the lives of your crew). Although there is
no loss of face in a necessary retreat,
keep in mind that you will be held
responsible if you overestimate the This B-17 made it home because the pilot knew what he was doing.
damage or react out of cowardice.
26
FIRE
If your aircraft is burning, what you do depends on where you are. Generally, the
first warning sign of a fire will be the enormous, black billows of smoke coming out
of the rear of your aircraft. This means that the aircraft’s fire control system has not
been sufficient to extinguish the fire. You have only three viable options, and none of
them is particularly pleasant.
You should ditch the plane if you feel
there is any chance of you and maybe it
being recovered and repaired by
friendly forces. This is the correct action
if you are near your home base or a
friendly ship, but not if you are in the
thick of battle over an enemy task force.
Do not attempt to land a burning
aircraft on a friendly runway. You will be
held responsible for any and all damage
caused by your foolishness. Note that
safely ditching a burning plane is
extraordinarily difficult; most pilots will
not attempt such a maneuver unless
This is flak; It is very dangerous they are suicidal.
If you do not wish to ditch the plane, but you are not in proximity to enemy
forces, your best bet is simply to abandon the cockpit. Get your plane as close to
level flight as you can manage, then bail out. Remember, you probably don’t have
too much time before the fire reaches the fuel tanks, so don’t dilly-dally. With luck,
you will be rescued before starvation, the sharks, the enemy, or a monsoon kills you.
The last and, admittedly, the most
dangerous option is to use your flaming
aircraft as an offensive projectile. If you
find yourself aflame in the midst of
enemy forces, your chances of survival
are pretty slim, anyway. Put yourself into
an uncontrolled nose dive, aimed
directly at the nearest enemy vessel.
When you feel that your aim is true and
your aircraft cannot possibly miss the
target, you have the option of bailing
out. That is entirely up to you. If you do
manage to bail out and survive, there is a
tiny hope that you will be retrieved by
friendly forces. If you are taken prisoner,
do not worry. We’re pretty sure all the
Damage to the USS Ticonderoga, caused by well-aimed Japanese aircraft propaganda about captured pilots being
tortured to death is untrue.
27
BAILING OUT
Bailing out is a simple, last-ditch attempt to save your life after you’ve fouled up
in combat. (This is giving you the benefit of the doubt by assuming that your plane
was damaged in combat with the enemy, not by your carelessness.) What you do is
abandon the aircraft and parachute to the surface.
If you land in the sea, your life raft will inflate automatically, and you will survive
for quite some time on the rations and water included with the raft. If you land on an
island, your best hope is that you might be spotted and rescued by a friendly ship
passing nearby. Remember that any island may be occupied by friendly forces, the
enemy, or vicious headhunting natives.
One last bit of advice. Headquarters wants to assure you that helpless,
parachuting pilots are not considered viable targets. None of the reports of the
enemy shooting down defenseless pilots and their parachutes has been confirmed.
You know how these rumors spread.
If you understand everything in the Simple Maneuvers section, then you’re well ADVANCED
on your way to becoming a useful pilot. Useful to the Navy, that is. At this point, you FLIGHT
could probably survive for a few seconds against an experienced opponent.
Now, you’re going to learn a few things that will help you turn that survival time
into a chance to perforate the enemy’s plane. After all, that’s really the whole idea
here, isn’t it? Note that the potential uses of the techniques described here are only
suggestions; any maneuver is as versatile as the pilot who undertakes to learn it.
APPROACH
As soon as you identify an aircraft as belonging to the enemy, the conflict has
begun. Even though neither of you can effectively fire on the other yet, one of the keys
to aerial combat is the balance of advantage and disadvantage in approach positions.
The first and most important consideration is Awareness. Clearly, you are aware
of the existence, the position, and the approximate speed of the other plane.
Depending on the angle at which you are approaching, he may not know you are
there. (The converse is also true; if you suddenly see tracers cross your line of flight
from behind, someone has gained a serious awareness advantage over you.) You
can usually tell by the other pilot’s action – or inaction – whether or not he has
spotted you.
The next thing to consider is Altitude. Whichever aircraft is flying at a greater
altitude has a distinct tactical and energy advantage. However, approaching most
bombers from above is a mistake, as their tail guns are designed to protect from
exactly that type of threat.
Speed is another vital consideration. The faster plane, like the higher one, has an
energy advantage. More speed means more climbing ability and outrunning
potential. Remember, though, that the slower plane is better able to maneuver (to a
point) when it comes to rudder effects and tight turns. The faster aircraft may also be
lured into overshooting, thus becoming a rather easy target.
28
The Deflection at which the attacking aircraft approaches is also critical. A pilot
gets his best shot (most likely to do damage) when he fires along the flight path of
the other plane. Otherwise, the uncertainty factor of leading the enemy comes into
the picture. Deflection is measured by the angle the attacker’s path makes with the
path of the target. The greater the deflection, the less likely the shot will hit.
All told, the more advantages you have (or can create for yourself) before you
start the fight, the more likely you are to be the victor. Putting those advantages to
good use, however, is a matter of pilot skill and experience.
DOGFIGHT VS HIT AND RUN

The differences between the two basic types of aerial fighting are analogous to the
contrasts between boxing and wrestling. A pilot with an advantaged approach often
has the power to decide what kind of fight it’s going to be, but a fast, maneuverable
aircraft with an experienced pilot can force the fight to go the other way.
When most people say ‘dogfight’, they mean any midair conflict between aircraft.
For simplicity, that’s a good definition, but a pilot has to know better. A dogfight
develops when two or more planes close with one another, getting into a close-
quarters duel of maneuverability (usually a one- or two-circle fight). Obviously, if
your aircraft is significantly less maneuverable than your opponent’s, you will want to
avoid this kind of close-contact fighting.
The other option here is an open conflict, which is sometimes called a ‘hit-and-
run’ fight. In this type of aerial combat, the aircraft involved make repeated strafing
passes (“slashing” attacks) at each other, depending on firepower, strategy, and
endurance to win the day. This sort of battle emphasizes the advantages of altitude,
speed, and situational awareness (knowing what’s going on around you). Of course,
if you know your plane isn’t as tough or as hard-hitting as your enemy’s, you should
avoid hit and run and try to engage him in a dogfight.
29
IMMELMANN
The modern Immelmann is a time-honored method of gaining altitude and
(potentially) changing direction. It is a combat maneuver, but not one that you want
to use when an enemy is on your six. At the beginning of the Immelmann, you lose
speed and become vulnerable to attack. For this reason, you should only use this
particular tactic when there’s no immediate threat. The modern Immelmann is best
used after a nose-to-nose pass, to turn for the next pass and gain altitude for an
advantaged position.
It is important that you have enough airspeed; the Immelmann is a lot like a Loop
Over. To start, pull back on the stick as if you are performing a loop. When you are
exactly vertical (pointed straight up), you are at the decision point of the maneuver.
This is where split-second thinking and reactions come in handy. If you’re on the
ball, you can roll your aircraft without losing your sense of position. Whatever
direction the top of your head is pointing in when your leave the decision point is
the direction your plane will take when you finish the maneuver.
Modern Immelmann
After the roll, which should take place almost instantly, continue the loop until
you reach the top. At this point, neutralize (center) the stick. Note that you are, in
fact, moving in the direction that you chose at the decision point, though you are
inverted. Roll the aircraft over. You have gained altitude and changed direction,
though now your speed is significantly lower. If your opponent remained at the
original level, you now have an altitude advantage and he doesn’t yet know what
direction you’re going in.
30
SPLIT-S
The Split-S is really a vertically-reversed Immelmann, but nobody calls it that. It’s
a great way to drop a lot of altitude, gain speed, and change direction. This
maneuver is often useful for escaping an opponent who is just about to shoot you
down. Not only is it nearly impossible for your opponent to guess what direction
you’re turning to – making it difficult for him to follow you – but your new airspeed
should give you more than enough juice to run away and end the dogfight.
Split-S
In this case, airspeed is not important; you’ll be getting plenty right from the start.
To begin, invert the aircraft and pull back on the stick as if you are performing a Loop
Under. When you are exactly vertical (pointed straight down), you are at the decision
point of the maneuver. This is where split-second thinking and reactions come in
handy. If you’re on the ball, you can roll your aircraft without losing your sense of
position. Whatever direction the top of your head is pointing in when your leave the
decision point is the direction your plane will take when you finish the maneuver.
After the roll, which you’d better finish quickly, continue the loop until you reach
the bottom. At this point, neutralize (center) the stick. Note that you are, in fact,
moving in the direction that you chose at the decision point. You have lost altitude,
changed direction, and significantly raised your airspeed. If your opponent remained
at the original level, he now has an altitude advantage, but he doesn’t yet know
what direction you’re going in.
INTENTIONAL STALL
Despite what you may have read, heard, or seen, there is absolutely no reason to
stall the aircraft intentionally unless you are performing in an airshow. In combat, this
will get you killed – period.
31
SKID
Skidding is a rudder maneuver you can use offensively, but it takes some practice.
Sometimes, you’re behind an opponent (at about the same altitude), but not at the
right angle to take a shot at him. He knows it, and he’s flying straight, counting on it.
You’re both moving at below top speed. If you bank toward him, you’ll get a short
shot, but then you’ll be past and he’ll be on your tail. What you need to do is swing
the nose of the plane around without changing the direction of your motion. Can do!
Skidding the Shot In
Jam the rudder in the direction of your enemy (that is, rudder left if he’s on your
left, rudder right if he’s to your right). If your speed is right (in the range for good
ruder control), the nose will drag itself over until you have a clear shot. Bam! What a
surprise he’s going to get!
32
SLIP
Slipping is another simple rudder maneuver, though you need to use the ailerons
in this one, too. Its primary use is for momentarily dodging out of the line of fire of
an opponent who has gotten the drop on you. You could probably also use it in
place of a skid, to slide in behind the enemy plane.
Slipping Out
Rudder hard in either direction, while at the same time banking in the opposite
direction. This is a lot like compensating for a normal bank, but you want to use more
rudder. The key here is that the two forces cancel each other as concerns roll; the
plane should remain level. Level or not, your aircraft will “slide” to the side you
banked toward. This is as close as you’ll get to flying sideways. Once your enemy
catches on, he’ll slip, too, to catch you. You can repeatedly slip back and forth,
thereby eluding him for quite some time. (Maybe help will come, maybe he’ll make
a mistake and you can escape.)
33
SCISSORS
The Scissors is a basic dogfighting technique. Two planes travelling in roughly the
same direction cannot easily line up for head-to-head passes. Rather, they engage in
a criss-crossing pattern of banked turns, each trying to out-turn the other and shoot
first. Since lower airspeeds lead to tighter turns, the scissors is sometimes called the
“race to go slow”.
Scissors Fight
The scissors is really just a series of banked turns, as tight as they can get.
Whenever the opponents can get a clear shot on each other, they blast away for all
they’re worth. Firepower counts in this sort of fight, but maneuverability is more vital.
A Zero will almost always defeat a Wildcat or even a Hellcat in a standard scissors.
34
THACH WEAVE
The Thach weave (no, it’s not misspelled – it’s named after Lt. Cmdr. John F.
“Jimmy” Thach, in command of squadron VF-3 out of San Diego in 1941) is an
American tactic developed by fighter pilots for defeating the Zero. If an American
fighter got trapped in a one-on-one dogfight with a Zero, the Japanese aircraft had a
big advantage. Sticking to hit and run tactics helped, but with the Zeke’s
extraordinary climb and maneuverability, the IJN pilot could usually draw the hapless
American into a close-quarters fight.
During one particular air battle (so the legend goes), Thach had an inspiration.
When a Zero got behind another American fighter, Thach radioed to the doomed
pilot to fly as though he was in a scissors fight with Thach. When they came around
head-to-head, the unwary Japanese pilot followed and ran right into the
concentrated fire of Thach’s wing guns. No Zero in the sky could hold up to this sort
of fire for long, and there was no escape. Either the Japanese pilot continued to
follow his target, hoping to survive long enough to get one kill, or he broke off to
run, exposing himself to fire from both his opponents.
Thach Weave
The key to the Thach Weave is teamwork. Once an enemy gets behind one of
your compatriots, you’ve got to start the weave pretty quickly. The fighter pilot
who’s acting as “bait” has to know his stuff, too. He needs to survive long enough
(with the enemy right on his tail) for the “hook” pilot to get in and do his job.
Executed correctly, the Thach Weave is a deadly trap with no real hope of escape.
35
THE COCKPITS
The following pages contain identification diagrams and important information
concerning the enemy’s aircraft and all of the planes you might end up piloting. The
American Armed Forces’ official designation names have been included for ease of
reference.
Those familiar with combat flying will want to review the vital statistics of the
aircraft they could be running into (or piloting). They know that there’s a reason
these numbers are called ‘vital’ statistics. You won’t flunk out of flight school for not
knowing the Reisen Zeros’ hidden weak points, but you might flunk out of combat –
permanently.
Some of our experienced combat and test pilots have written down a few of their
thoughts on each plane. Where these were printable, they are included at the end of
the statistics list.
36
37
“ZEKE” - THE MITSUBISHI A6M2 AND A6M5 REISEN

Class: Type 0 Carrier-borne Fighter Model 52
Stations: Pilot
Weapons: [Fixed] 2 Cowl-mounted 7.7 mm Machine Guns
2 Wing-mounted 20 mm Cannon
[Payload] 2-132 lb. Bombs
Ammunition: [MGs] 600 rd/gun
[Cannon] 100 rd/gun
Firing Rate: [MGs] 950-1000 rd/min (approx. 37 seconds of fire)
[Cannon] 465-480 rd/min (approx. 13 seconds of fire)
Span: 39’ 5” (M2) – 36’ 1”(M5)

Length: 29’ 9” (M2) – 29’ 11”(M5)
Wing Area: 22.44 sq. meters (M2) – 21.3 sq. meters (M5)
Engine: Nakajima Sakae NK1F (21) (Radial)
Max HPwr: 950 (M2) – 1130 (M5)
Ceiling: 32,810 ft (M2) – 38,520 ft (M5)
Cruise Speed: 180 kts (M2) – 200 kts (M5)

Max. Spd: 288 kts (M2) – 305 kts (M5)
Stall Spd: 71 kts (M2) – 73 kts (M5) [Level Flight]
Std Fuel: 156 gal
Max Fuel: 250 gal
Pilots’ Notes: The fuel tanks on the Reisen (“Zeke” or “Zero”) are completely
unprotected and are not self-sealing. As fighters go, these are
sleek, fragile machines. The lack of armor is counterbalanced,
however, by the Reisen’s excellent maneuverability and climb rate.
Stalls are gentle in the Reisen. A good landing speed is about

65 knots (make sure to use your flaps, otherwise you’ll stall). If
you come up against a Corsair, try to close with him, don’t let
him have the initiative.
All of the guns on the Reisen have a slower firing rate than the
American machine guns, and so will get the worst of any nose-
to-nose approach. Dogfighting close with the Wildcats is the
preferred strategy. The Hellcats will try hit and run tactics; do not
allow them to stand off at a distance, as they are quite deadly.
38
39
“KATE” - THE NAKAJIMA B5N

Class: Type 97 Carrier-borne Attack Plane Model 12 (Torpedo bomber)
Stations: Pilot, Rear Gunner
Weapons: [Fixed] 1 or 2 Rear-mounted 7.7 mm Machine Guns
[Payload] 1 Torpedo -or- 1800 lbs of Bombs
Ammunition: 1200 rd/gun
Firing Rate: 950-1000 rd/min (approx. 74 seconds of fire)
Span: 52’ 5”
Length: 33’ 9”
Wing Area: 37.7 sq. meters
Engine: Nakajima Sakae 11 (Radial)
Max HPwr: 1000
Ceiling: 27,100 ft
Cruise Speed: 140 kts

Max. Spd: 204 kts
Stall Spd: 66 kts [Level Flight]
Std Fuel: 306 gal
Max Fuel: 306 gal
Pilots’ Notes: The Kate is quite a stable platform for torpedo bombing. The
maneuverability is adequate, but certainly no match for a fighter
in a one-on-one fight. The stall on the Kate is easily handled and
not at all dramatic. This plane can take more punishment than a
Reisen, but a successful run requires fighter cover.
40
41 41
“VAL” - THE AICHI D3A

Class: Type 99 Carrier-borne Bomber Model 22 (Dive Bomber)
Weapons: [Fixed] 2 Cowl-mounted 7.7 mm Machine Guns
1 or 2 Rear mounted 7.7 mm Machine Guns
[Payload] 850 lbs. of Bombs
Ammunition: [Cowl] 400 rd/gun
[Rear] 1200 rd/gun
Firing Rate: [Cowl] 950-1000 rd/min (approx. 25 seconds of fire)
[Rear] 950-1000 rd/min (approx. 74 seconds of fire)
Span: 47’ 8”
Length: 34’ 9”
Engine: Mitsubishi Kinsei 54 (Radial)
Max HPwr: 1300
Ceiling: 34,450 ft

Max. Spd: 232 kts
Std Fuel: 206 gal
Max Fuel: 206 gal
Pilots’ Notes: The Val has good handling characteristics, especially in a dive.
The maneuverability is fair (better than the Dauntless), and the
dives are quite steady. The maximum dive angle is, however,
slightly shallower than that of the American bomber. Fixed
landing gear and strong dive brakes make this bomber slow to
accelerate, which is good for your aim in a steep dive.
42 42
43
“WILDCAT” - THE GRUMMAN F4F-3 AND F4F-4

Class: Fighter
Stations: Pilot
Weapons: [Fixed] 4 (F4F-3) or 6 (F4F-4) Wing-mounted .50 caliber Machine Guns
Ammunition: [F4F-3] 430 rd/gun
[F4F-4] 240 rd/gun
Firing Rate: 750 rd/min (approx. 34 [F4F-3] and 19 [F4F-4] seconds of fire)
Span: 38’
Length: 28’ 9”
Engine: Pratt and Whitney R-1830-86 (Radial)
Max HPwr: 1200
Ceiling: 34,000 ft

Max. Spd: 276 kts
Stall Spd: 77 kts (F4F-3) – 79 kts (F4F-4) [Level Flight]
Std Fuel: 117 gal (w/liner) -or- 130 gal (w/out liner)
Max Fuel: 246 gal
Pilots’ Notes: The F4F is a squat, ugly, tough bird. It’s not as maneuverable as the
Zeros, but it can take a lot more punishment. She’s got some heavy
firepower, too. Even with the right pilot behind the stick, though, a
Wildcat is often not a match for a Zero. Take them on in teams only,
never one-on-one.
The short take-off distance and strong gear make the Wildcat perfectly
suited for carrier based operations. Be careful not to over-throttle on
take-off, or you can lose steering and dump over the side. Her flying
stability is pretty good, and the roll rate is fast.
44
45
“HELLCAT” - THE GRUMMAN F6F-3

Class: Fighter
Stations: Pilot
Weapons: [Fixed] 6 Wing-mounted .50 caliber Machine Guns
6-5” Rockets
Ammunition: 400 rd/gun
Firing Rate: 750 rd/min (approx. 32 seconds of fire)
Span: 42’ 10”

Length: 33’ 6”
Engine: Pratt and Whitney R-2800-10W (Radial)
Max HPwr: 2000
Ceiling: 35,500 ft

Max. Spd: 326 kts
Std Fuel: 250 gal
Max Fuel: 700 gal
Pilots’ Notes: The Hellcat was specifically built to outmatch the Zekes.
Grumman designed this fighter to take advantage of every
known weakness of the Zeros. It’s faster and more
maneuverable than the Wildcat, but without sacrificing any of
the armor. The F6F’s extra firepower should be more than
enough to bring a quick end to any duel.
It’s not pretty, but it turned the war in the Pacific around. Watch
for sluggishness above 32,000 ft, and the controls get heavy at
high speeds – not nearly as bad as in the Zero, though. Stalls
happen suddenly, without much warning, but the Hellcat
recovers easily. She’s rock-steady in a deck landing, but the
heavy nose tends to drop as you’re coming in.
Never get lured into a close-in dogfight with a Zero; use

repeated hit and run passes until you drop him.
46
47
“CORSAIR” - THE CHANCE VOUGHT F4U

Class: Fighter
Stations: Pilot
8-5” Rockets
Ammunition: [4 Inboard] 400 rd/gun
[2 Outboard] 375 rd/gun
Firing Rate: 750 rd/min (approx. 32 seconds of fire)
Span: 40’ 11”

Length: 30’ 8”
Engine: Pratt and Whitney Double Wasp R-2800-18W (Radial)
Max HPwr: 2000
Ceiling: 36,900 ft

Max. Spd: 360 kts
Std Fuel: 237 gal
Max Fuel: 577 gal
Pilots’ Notes: The Corsair is a forced marriage – the smallest airframe that can
accommodate what was the most powerful radial engine in
development at the time it was designed. It’s got great
acceleration, but it’s heavy, so you won’t get the kind of climb
rate you might expect. That engine gives out with some mighty
torque, too, which is why the Navy avoids putting Corsairs on
carriers. The difficulty of deck landings earned this plane its
nickname – “The Ensign Eliminator”.
The cockpit on the Corsair is set further back than most, so your
view ahead is pretty poor except when looking up. The controls
are not really superbly balanced, either. The handbook
recommends that you not stay inverted for more than 3
seconds, and so do I. When this baby stalls, you won’t get any
warning. It stalls rough, and it puts you right into a spin.
The maneuverability is mediocre, especially at low speeds, but

her roll rate is great. Corsairs are tough and hard to kill, and
they’ve got the firepower you want up there. Just treat it like a
Hellcat; don’t close with a Zero, pull hit and run passes.
48
49
“HELLDIVER” - THE CURTISS SB2

Class: Dive Bomber
Weapons: [Fixed] 2 Wing-mounted 20 mm Cannon
2 Rear-mounted .30 caliber Machine Guns
6-5” Rockets
Ammunition: [MGs] 2000 rd/gun
[Cannon] 400 rd/gun
Firing Rate: [MGs] 825 rd/min (approx. 145 seconds of fire)
[Cannon] 450 rd/min (approx. 53 seconds of fire)
Span: 49’ 8.6”

Length: 36’ 8”
Engine: Wright Cyclone GR-2600-8
Max HPwr: 1700
Ceiling: 24,200 ft

Max. Spd: 244 kts
Std Fuel: 320 gal
Max Fuel: 566 gal
Pilots’ Notes: ”Beast” is the right name for this bomber. Helldivers are plagued
with handling problems. It’s often unstable, the elevators are
heavy, and your forward vision is pretty poor, especially during
take-off. It’s really not much better, in terms of performance, than
the Dauntless, which it was designed to replace.
The Helldiver has a reputation among pilots as being hard to

handle. That’s true, it is, but it’s a serviceable bomber. The Beast
is very mild in a stall, though there’s really no warning of a stall
ahead of time. It’s pretty stable in a dive, especially without the
dive brakes. When you’re coming in for a landing, the heavy
nose wants to drop, and most of the controls handle pretty
poorly at low speeds. The one clear exception is the rudder. The
gear never bounces, but I wouldn’t want to land one of these
on a carrier deck too often.
50
51
“DAUNTLESS” - THE DOUGLAS SBD-3

Class: Scout Bomber
Weapons: [Fixed] 2 Cowl-mounted .50 caliber Machine Guns
Ammunition: [Cowl] 360 rd/gun
[Rear] 2000 rd/gun
Firing Rate: [Cowl] 750 rd/min (approx. 29 seconds of fire)
[Rear] 825 rd/min (approx. 145 seconds of fire)
Span: 41’ 6.1”

Length: 32’ 1.25”
Engine: Wright Cyclone R-1820-52 (Radial)
Max HPwr: 1000
Ceiling: 27,100 ft

Max. Spd: 255 kts
Std Fuel: 260 gal
Max Fuel: 310 gal
Pilots’ Notes: The Dauntless is a workhorse, and has been all the way through
the war. Even though it was designed before the U.S. got into
things, and it’s probably obsolete, it does the job. The engine’s
too small, so she’s underpowered, but the handling is light and
responsive. One thing you’ve got to remember is that the dive
brakes go in and out really slowly. Start them out before you roll
into your dive, and start them back in before you drop your
explosive eggs. Otherwise, they won’t really do their job.
The underpowered Dauntless is slow and lumbering on the

take-off – her acceleration is not spectacular. The view over the
nose is pretty good, though. When you’re in a tight turn,
especially to the left, watch out for her vicious g stall;
sometimes she’ll just snap out of the turn with no warning and
try to go into a spin. If you’re alert, you can avoid this.
Dauntlesses are a dream to land. The gear’s got a little bounce
in it, but so what?
52
53
“DEVASTATOR” - THE DOUGLAS TBD-1

Class: Torpedo Bomber
Weapons: [Fixed] 1 Cowl-mounted .50 caliber Machine Gun
[Payload] 1 Torpedo -or- 1000 lbs. of Bombs
Ammunition: [Cowl] 300 rd
[Rear] 2000 rd/gun
Firing Rate: [Cowl] 750 rd/min (approx. 24 seconds of fire)
[Rear] 825 rd/min (approx. 145 seconds of fire)
Span: 50’
Length: 32’ 6”
Engine: Pratt and Whitney R-1830-64
Max HPwr: 900
Ceiling: 19,700 ft

Max. Spd: 178 kts
Std Fuel: 207 gal
Max Fuel: 207 gal
Pilots’ Notes: Some say that the Devastator was obsolete when it rolled off
the assembly line. That makes sense, since it was designed way
back in ‘34. It’s a stable bombing platform, but the controls are
heavy, slow, and not very responsive. Take-off is basically
sound, but slow. The maneuverability stinks on ice. She can’t fly
high and she can’t fly fast, but you’ve got great control at low
speeds, which is important in a bomber. The one bright spot is
that it’s really a breeze to land one of these on the deck.
54
55
“AVENGER” - THE GRUMMAN TBF

Class: Torpedo/Dive Bomber
Stations: Pilot, Dorsal Gunner, Ventral Gunner
1 Dorsal .50 caliber Machine Gun
1 Ventral .30 caliber Machine Gun
[Payload] 1-22” Torpedo -or- 2000 lbs. of Bombs
Ammunition: [Wing] 600 rd/gun
[Dorsal] 400 rd
[Ventral] 500 rd
Firing Rate: [Wing] 750 rd/min (approx. 48 seconds of fire)
[Dorsal] 750 rd/min (approx. 32 seconds of fire)
[Ventral] 825 rd/min (approx. 36 seconds of fire)
Span: 54’ 2”
Length: 40’
Engine: Wright Cyclone GR-2600-8 (Radial)
Max HPwr: 1700
Ceiling: 21,400 ft

Max. Spd: 228 kts
Std Fuel: 380 gal
Max Fuel: 771 gal
Pilots’ Notes: Before I strapped in, they told me the Avenger was a torpedo
bomber and a “level” dive bomber. I say, baloney. This here’s a
torpedo bomber, plain and simple. You get in a steep dive in
this thing and you’ve got almost no maneuverability at all. You
couldn’t hit the broad side of a barn with the broad side of
another barn. Now, in a nice, shallow torpedo run, she’s steady
as a rock. Handles a little heavy, but it’s like that no matter how
fast or slow you’re going. One bad thing about that is your
breakaway is kind of tough. You got to stomp all over the
rudder to get anywhere near a clean break. Watch out, on
account of she stalls pretty suddenly. There’s no warning at all –
just, bloop, and over she goes. When you get home, though,
the touchdown’s as easy as a deck landing gets. You can’t miss
with that giant arrestor hook.
56
1942 PAW manual 2 57-81 8/15/97 11:08 AM Page 57
HISTORICAL OVERVIEW
The air war fought over the Pacific ocean during World War II is unique in military
history. For one thing, the vastness of this theater, stretching thousands of miles from
Tokyo to San Francisco, from Australia to the Aleutians, sets it apart from most
battlefields. The continent of Europe would be lost, swallowed whole, if
superimposed over a map of the Pacific. Secondly, neither the Japanese offensive nor
the subsequent American island-hopping campaign would have been possible
without naval aviation.
The airplane came to dominate naval strategy. It became the principal means of
striking out against the enemy’s ships and land bases. The following overview is
intended to place your flight career within the historical context of five Pacific battles.
Regardless of which side you choose to play, you’re forced to contend with certain
historical events that are beyond your control. The information contained within this
campaign narrative will help you in understanding why your missions play-out the
way they do.
THE PRE-WAR After World War I, England and the United States emerged as the leading naval
YEARS powers among western nations. With the defeat and dismantling of Germany’s
“luxury fleet”, these two nations could fairly claim mastery of the seven seas. Japan,
whose navy had crushed the Czar’s fleet at Tsushima in 1905, was clearly the
preeminent naval power in the Pacific (next to the U.S. Pacific fleet).
57
The tactics used by fleets in the Great War had progressed very little since Trafalgar.
Admirals simply lined their ships up in long columns and hammered away at each
other. The results were often disappointing, because capital ships were so expensive
and their potential loss so devastating. No admiral was willing to take chances. Adm.
Jellicoe, commanding the British ships at Jutland in 1916, was said to be, “the only
man who could have lost the war in an afternoon.” Naval engagements, therefore,
were straightforward slug-fests with all the subtlety of a train wreck.
Early experiments with naval aviation were unimpressive. Despite this new
innovation, the old guard among naval officers the world over continued to swear by
the “big guns” of their capital ships. Ships capable of carrying aircraft would
accompany a fleet, but only so that their aircraft could be used for reconnaissance.
After the enemy fleet was spotted from the air, battleships were expected to take
over. Airplanes were considered superfluous once battle was joined. Victory would
go to the side with the thickest armor, able to fire the greatest shell-weight at
opposing ships.
After World War I, the imperial policies of Great Britain, Japan, and the United
States were steaming a collision course. In 1921, representatives from the three
governments met in Washington, D.C. to stave off an expensive naval arms race. The
Washington Naval Conference reduced the total amount of tonnage the three nations
could legally own to a simple ratio – 5:5:3. For every five tons of surface shipping
possessed by the United States and Britain, Japan could own three. (France and Italy,
the other two signatories, were each limited to a ratio of 1.67 tons under
this agreement.)
To comply with the restrictions imposed by the Washington agreements, both the
United States and Japan started a trend that would ultimately lead to the supremacy
of naval aviation over the “big guns” theory. Each nation converted the half-finished
hulls of two would-be battleships into aircraft-carrying ships.
According to the agreement, Britain and the United States were allowed to build
up to 135,000 tons of aircraft-carrying ships. Japan was only allowed 81,000 tons.
Each navy could construct two aircraft carriers of 33,000 tons; the rest were limited
to only 27,000 tons.
For the United States, the two large carriers were the U.S.S. Lexington (CV-2) and
U.S.S. Saratoga (CV-3). For Japan, the two large carriers were the Akagi and Kaga.
Each of these four ships was capable of carrying over sixty (60) aircraft. (The two U.S.
vessels eventually went to 36,000 tons, in violation of the agreement, because of
their armored flight deck and hangars.) These ships formed the nucleus of the naval
air war in the Pacific.
Both the United States and Japan continued to view aircraft-carrying ships as
auxiliaries throughout the 1920s. Even after the first of the large carriers entered
service, their aircraft were initially used as scouts. It wasn’t until 1929 that the
offensive potential of naval aviation was realized. (During a training exercise, the
Saratoga launched a simulated sneak attack against the Panama Canal.)
58
While the United States conducted exercises during the 1930s, Japan was
involved in the real thing. The on-going war with China gave its naval officers
practical experience in handling aircraft carriers. Both the Akagi and Kaga were used
to launch raids against the Chinese mainland near Hangchow.
By the mid-30s, the Washington Naval agreements were forgotten. Unhappy with
the 5:5:3 ratio, Japan formally withdrew its compliance in 1936. Six new carriers had
either already joined the Japanese fleet or were about to enter service. When
construction of these carriers was completed, Japan would have a naval air arm of
over 350 aircraft.
The United States entered World War II on December 7th, 1941, as a result of the
Japanese raid on Pearl Harbor. The following list compares the carrier forces
belonging to the United States and Japan on the eve of hostilities.
THE CARRIER
LINE-UP JAPANESE CARRIER FORCE
(DECEMBER 7TH Ship Displacement (t) Aircraft Entered Service
1941) Hosho 7,470 15 aircraft 1922
Akagi 36,500 60 aircraft 1927
Kaga 38,200 65 aircraft 1928
Ryujo 10,600 36 aircraft 1933
Soryu 18,800 57 aircraft 1937
Shoho 11,262 30 aircraft 1939
Zuiho 17,260 27 aircraft 1940
Hiryu 20,300 62 aircraft 1941
Zuikaku 26,000 60 aircraft 1941
Shokaku 26,000 60 aircraft 1941
Taiyo 17,900 27 aircraft 1941
Totals 232,392 tons 499 aircraft
UNITED STATES CARRIER FORCE

Ship Displacement (t) Aircraft Entered Service
Lexington 39,000 72 aircraft 1927
Saratoga 39,000 72 aircraft 1927
Ranger 14,500 68 aircraft 1935
Yorktown 25,500 81 aircraft 1938
Enterprise 25,500 81 aircraft 1938
Hornet 29,100 85 aircraft 1940
Wasp 21,000 84 aircraft 1941
Totals 204,650 tons 543 aircraft
(This list does not include the U.S.S Langley, which had been converted to a
Seaplane Tender in 1938. At the time of the Japanese attack, only three U.S. carriers
were stationed in the Pacific – the Saratoga, Enterprise, and Lexington.)
59
Although the Pearl Harbor raid is outside the scope of 1942 THE PACIFIC AIR WAR, PEARL HARBOR
a brief description of this attack is in order. It changed many minds within the naval
community about the value of naval aviation in a way the British raid on Taranto, the
year before, failed to do. Pearl Harbor heralded a new age in naval warfare, an age in
which the tiny airplane replaced the “big guns” of the convention surface fleets.
Admiral Isoroku Yamamoto, famed CinC (Commander-in-Chief) of Japan’s Combined
Fleet, was the architect of the Pearl Harbor raid. Ironically, he had consistently
counseled against going to war with America. Japan could run wild in the Pacific for six
months following the raid, he warned, after which the industrial might of the United
States would ultimately win the war. Nevertheless, he ordered Vice-Admiral Chuichi
Nagumo, commander of the First Air Fleet, to proceed and carry out this historic strike.
The raid on Pearl Harbor was a
stunning victory in planning and
JAPANESE PEARL HARBOR STRIKE FORCE
execution for the Japanese Navy. Six
carriers (Kaga, Akagi, Hiryu, Soryu, First Air Fleet
Shokaku, and Zuikaku) launched 354 (6) Aircraft Carriers: Akagi, Hiryu, Kaga, Shokaku, Soryu,
strike aircraft in a bid to destroy the and Zuikaku
USN in a surprise attack. Although (1) Light Cruisers: Abukuma
the attack was carried out flawlessly, (9) Destroyers: Akigumo, Arare, Isokaze, Hamakaze,
in a larger sense Japan had Kasumi, Kagero, Shiranuhi, Tanikaze,
miscalculated badly. Rather than Urakaze
moving toward a negotiated peace, Supporting Force
as was hoped, Americans used Pearl (2) Battleships: Hiei, Kirishima
Harbor as a rallying cry of a type not (2) Heavy Cruisers: Chikuma, Tone
heard since the Alamo.
The United States Pacific fleet was
attacked by two successive waves of Japanese aircraft on the morning of December
7th, 1941. The first wave consisted of 50 Kates armed with torpedoes, 40 Kates
armed with bombs, 51 Vals armed with bombs, and a covering force of 43 Zero
fighters. The second wave began its attack at 0900 hours just as the first wave was
retiring. It consisted of an additional 54 Kates armed with bombs, 80 Vals armed
with bombs, and 36 Zero fighters. Most of the twenty-nine aircraft (9 Zeros, 15 Vals,
5 Kates) lost by the Japanese were out of this second wave.
As impressive as this victory might have seemed at the moment (all eight of the
battleships at Pearl were sunk or damaged and over 300 aircraft were destroyed or
damaged), the Japanese missed a chance to inflict a far more crippling blow.
Most of the damage done during the attack was centered on the battleships and
heavy cruisers lying at anchor. Little attention was paid to Pearl Harbor’s adjacent
facilities. The extensive dry dock and repair infrastructure was overlooked. Another
vulnerable target, the tank farm storage area, with 4.5 million gallons of oil, was
missed entirely. Had the tank farm and repair facilities been destroyed, the Pacific
fleet would not have been in a position to challenge the Japanese advance through
the South Pacific in 1942.
60
Fortunately for the United

States, the most important target
of all, the three Pacific fleet
carriers, were away from Pearl
Harbor at the time of the attack.
Had one or more carriers been
sunk at the outset, the Japanese
would likely have taken Midway
and the Solomon Islands
(including Guadalcanal) in 1942.
New Guinea would have been
A Japanese bomb comes very close to hitting a U.S. carrier
indefensible, and the Hawaiian
islands would have been placed
under siege. The American
counterattack in the Pacific would have started sometime in 1943, along the
California coast.
By concentrating on the battleships, the Japanese had done the United States a
favor. Pearl Harbor was a clear demonstration of the power of aircraft over surface
THE BATTLE vessels. The attack forced American naval leadership to forget
OF THE about their battleships, as they would take too long to build
CORAL SEA: anew. Unwittingly, the Japanese had expended their main effort
4-8 MAY against ships that would soon be overshadowed by naval
1942 aviation. From now on, all eyes turned to the aircraft carrier as the
thing of the future.
At Pearl Harbor, the Japanese missed their best opportunity to sink the American
aircraft carriers. The consequences of this failed attempt would not become apparent
until several months later, at the battle of Coral Sea. Less than six months later, in
May 1942, the United States stemmed the tide of Japanese expansion, just as
Yamamoto had predicted.
In an effort to extend their defensive perimeter farther south toward Australia, the
Japanese fell victim to what was later termed “victory disease”– the belief in their
own invincibility. To hold on to their conquered territory, military necessity required
that they advance beyond their original war aims. Using their base at Rabaul in the
Bismarck Archipelago as a starting point, the Japanese set in motion an operation
designed to capture Port Moresby, a key Allied port and airbase. Port Moresby,
located on the southwest coast of New Guinea, was the last defensible position
between the Japanese and Australia.
The battle of the Coral Sea went down in history as the first naval engagement in
which ships of the opposing fleets never sighted one other. This battle was
conducted entirely from the air. Naval aviation had made it possible. Success in the
upcoming operation in the South Pacific was considered a foregone conclusion.
Admiral Shigeyoshi Inouye, the Japanese commander, divided his forces (as
outlined in the order of battle below) into five task groups. The Port Moresby task
groups were directed to conduct an amphibious landing and capture the allied base
61 61
in mid-May. The remaining ships, including the carriers, had

the job of seeking out and destroying any allied naval force
daring to interfere.
Admiral Chester Nimitz, CinC of the U.S. Pacific Fleet, had
been warned in advance of the impending attack. (The
cryptographic team at Pearl Harbor had successfully broken the
Japanese Navy’s JN25b code.) Realizing that there were too few
land-based aircraft at Port Moresby and Australia to stop this
attack, Nimitz was prepared to gamble with his precious
carriers.
The Coral Sea campaign opened on May 3rd, with the
Japanese landing a small force on the island of Tulagi, north of
Guadalcanal. A seaplane base was immediately established in
its protected shallow water anchorage. The very next morning,
aircraft from the Yorktown struck the base. Twelve (12) torpedo
planes and twenty-eight (28) dive bombers only managed to A destroyer burns in the Pacific
sink the Kikuzuki and damage the Okinoshima. After launching a second
strike which sank the transport Tama Maru, Task Force 17 withdrew to the
south in order to refuel and link up with
Task Force 11 (Admiral Fitch’s Lexington group).
Throughout the first week in May, the Japanese Carrier Strike Force
hurried south from its naval base at Truk. By May 5th, it had rounded
the island of San Cristobal and entered the Coral Sea. Now both of the
opposing carrier groups were in place, desperately searching for some
sign of the enemy. Victory would likely go to the side which found the
other first.
JAPANESE ORDER OF BATTLE
Carrier Strike Force (Takagi)
(2) Aircraft Carriers: Shokaku, Zuikaku (with 42 VF, 41 VB, 21 VT)
(2) Heavy Cruisers: Haguro, Myoko
(6) Destroyers: Akebono, Ariake, Shigure, Shiratsuyu, Ushio, Yugure
(1) Fleet Oiler: Toho Maru
Support Force (Goto)
(4) Heavy Cruisers: Aoba, Furutaka, Kako, Kinugasa
Port Moresby Attack Force (Kajioka)

(1) Light Cruisers: Yubari
(6) Destroyers: Asanagi, Mochizuki, Mutsuki, Oite, Uzuki, Yayoi
Port Moresby Close Covering Force (Marumo)
(2) Light Cruisers: Tatsuta, Tenryu
(1) Seaplane Tender: Kamikawa Maru
62 62
Port Moresby Close Support Force (Goto)

(1) Light Carrier: Shoho (with 12 VF, 9 VT)
(1) Destroyer: Sazanami
Transport Force (Abe)
(1) Minelayer: Tsugaru
(12) Transports
Tulagi Invasion Force (Shima)
(2) Destroyers: Kikuzuki, Yuzuki
(2) Minelayers: Koei Maru, Okinoshima
(1) Transport: Tama Maru
UNITED STATES ORDER OF BATTLE
Task Group 17.5 (Fletcher and Fitch)
(2) Aircraft Carriers: Lexington, Yorktown (with 42 VF, 74 VB, 25 VT)
(5) Heavy Cruisers: Astoria, Chester, Minneapolis, New Orleans, Portland
(9) Destroyers: Anderson , Aylwin , Dewey , Farragut , Hammann , Phelps ,

Monaghan, Morris, Russell
Task Group 17.3 (Crace)
(3) Heavy Cruisers: Australia (RAN), Chicago, Hobart (RAN),
(2) Destroyers: Perkins, Walke
Task Group 17.6 (Phillips)

(2) Oilers: Neosho, Tippecanoe
(2) Destroyers: Sims, Worden
Task Group 17.9 (Debaun)

(1) Seaplane Tender: Tangier
On the morning of May 7th, search planes from the Japanese carrier force spotted
the fleet oiler Neosho and destroyer Sims. Mistaking the Neosho for an aircraft
carrier, the Japanese launched an all-out strike. The destroyer was sunk immediately
after suffering three bomb hits. The oiler was crippled and finally sunk four days later
by friendly ships.
While Takagi’s planes were engaged, however, search planes from the American
carriers located Goto’s Close Support Force, which included the light carrier Shoho.
Thinking they had found the main Japanese carrier force, the two U.S. carriers
launched a combined strike consisting of ninety-three (93) aircraft. By the time
Fletcher discovered his mistake, it was too late. Still, his aircraft attacked and sank the
Shoho, now only ninety miles north of the American carriers. The sailors aboard the
ships of Task Force 17 went wild when over the radio came the cry, “Scratch one
Flattop!” The Shoho was gone, giving the Americans their first taste of victory.
63
The next day battle was rejoined in earnest.

With the sinking of the Shoho, each side now
possessed two carriers. Overnight, the two
opposing carrier groups had closed to within 200
miles of each other – a mere stone’s throw. By
sunrise, search planes from the both groups had
already found the enemy. The stage was set.
Both sides exchanged strikes on May 8th. The
American planes found the Japanese carriers and
attacked first. The strike actually consisted of less
aircraft than had attacked the Shoho the day
before (39 from the Yorktown , 43 from
Lexington). This time the aircraft were destined to
run into much heavier opposition. The Zuikaku
protected itself by sailing into a rain squall. This
left the Shokaku , about eight miles away, to
receive the full weight of the attack. When it was
over, the Shokaku had suffered several bomb hits,
knocking it out of action.
The strike had arrived too late, however. The
Japanese had already launched a strike of their
own, made up of a mix of torpedo and dive
bombers. Though fewer in number than the
American strike (about seventy aircraft), the
Japanese crews were experienced, most of them
with over 700 hours of combat flight time.
Arriving over the American fleet, the Japanese
strike broke into well-rehearsed attack formations.
The Lexington was hit by two bombs and two A U.S. destroyer with serious damage
torpedoes, which started fires below deck, forcing
her evacuation. The destroyer Phelps was eventually called in to sink the “Lady Lex”.
The Yorktown was also hit but the damage was not as severe. A single bomb had
penetrated its flight deck, but flight operations were unaffected.
After the mutual strikes on May 8th, both sides retired from the field. According
to the numbers, Coral Sea was a Japanese victory. They had traded the Shoho (a light
carrier) for the Lexington and damage to a second carrier. True, both the Zuikaku and
Shokaku would be out of action for several months (the “Zui” while replacing flight
crews, the “Sho” while repairing damage), but the Americans had lost one of their
64
THE BATTLE OF fleet carriers, reducing their total carrier strength in the Pacific to only three.
MIDWAY 4-6 MAY Numbers don’t tell the whole story behind the Coral Sea campaign, however.
1942 Without the carrier strike force to protect them, the Japanese transports sailed back
to Rabaul without landing at Port Moresby. For the first time in the war, the United
States had turned back a Japanese invasion.
This set-back convinced Yamamoto that the decisive battle with the U.S. Pacific
fleet needed to be fought. He knew that only by attacking an area the Americans
considered strategically vital could he force the remaining American ships to fight.
The area he chose was the island of Midway. He reasoned correctly that Admiral
Nimitz would commit his fleet rather than risk losing Midway and jeopardizing the
Hawaiian islands.
The Midway campaign was aimed at luring the United States Navy away from its
home ports and out from under the protective cover of land-based aircraft. Once at
sea, the American ships would be ambushed as they came forth to do battle.
The main attack would be aimed at Midway island. Aircraft from Yamamoto’s
carriers would first destroy any land-based aircraft found on the island. Then, his
invasion force would land five thousand occupation troops on the island, capturing
its airfields. With Midway out of the way, his plan to destroy the American fleet as it
moved in would not be interfered with.
The plan was risky and required careful timing. However, given the overwhelming
strength of the Imperial Japanese Navy (IJN), the American fleet should have had
little chance. Yamamoto believed that he would be facing only two American carriers
after the damage done to the Yorktown at Coral Sea. In fact, he would be facing
three. Instead of enjoying a 2 to 1 advantage in fleet carriers, the odds were reduced
to 4 to 3.
Assigned to the operation were the
four big fleet carriers ( Akagi , Kaga ,
Soryu, and Hiryu). The “Sho” and “Zui”,
recovering from the Coral Sea
engagement, would be sorely missed.
Two light carriers ( Zuiho and Hosho )
were included in Adm. Kondo’s
supporting force. All told, the six
Japanese carriers had some 277 strike
aircraft aboard.
Facing this force were three U.S.
carriers with some 233 aircraft aboard
and another 70 aircraft based at
Midway. Included in the U.S. order of
June 4, 1942 - The Enterprise at high speed during the Battle of Midway battle was the damaged carrier
Yorktown . By rights, the Yorktown
should have been laid up for at least three months. But instead of three months, the
repair crews at Pearl Harbor had performed a miracle. The ship was fixed in just 36
65
hours, in time to put to sea with the others.

Aside from this unexpected addition to its order of battle, the United States
Navy had another, even more important, ace in the hole. American naval
officers were well informed of the Japanese plans, because U.S. intelligence
analysts had long since cracked the Japanese naval codes. Only one out of
every ten words was actually being decoded and translated, but this was
enough to discern Yamamoto’s intentions.
Rear Admiral Raymond Spruance replaced Vice-Admiral Halsey (who had
been hospitalized with a skin disease after Coral Sea) as commander of Task
Force 16. Spruance, a former cruiser skipper with no prior experience at
commanding aircraft carriers, would exercise ultimate tactical authority over the
American fleet.
First Mobile Force, Carrier Strike Force (Nagumo)

(4) Aircraft Carriers: Akagi, Hiryu, Kaga, Soryu (with 93 VF, 85 VB, 93 VT)
(2) Battleships: Haruna, Kirishima
(2) Heavy Cruisers: Chikuma, Tone
(1) Light Cruiser: Nagara
(12) Destroyers: Arashi, Akigumo, Hagikaze, Hamakaze, Isokaze, Kazagumo,
Maikaze, Makigumo, Nowaki, Tanikaze, Urakaze, Yugumo
First Fleet, Main Body (Yamamoto)

(1) Light Carrier: Hosho (with 8 VT)
(3) Battleships: Nagato, Mutsu, Yamato
(1) Light Cruiser: Sendai
(9) Destroyers: Ayanami, Fubuki, Hatsuyuki, Isonami, Murakumo, Shikinami,
Shirayuki, Uranami, Yukaze
Second Fleet, Main Body (Kondo)

(1) Light Carrier: Zuiho (with 12 VF, 11 VB)
(2) Battleships: Hiei, Kongo
(4) Heavy Cruisers: Atago, Chokai, Haguro, Myoko,
(1) Light Cruiser: Yura
(8) Destroyers: Asagumo , Harusame , Mikazuki , Minegumo , Murasame ,
Natsugumo, Samidare, Yudachi
(4) Fleet Oilers
Second Fleet, Escort Force (Tanaka)

(1) Light Cruiser: Jintsu
(11) Destroyers: Amatsukaze, Arare, Hatsukaze, Kagero, Kasumi, Kuroshio,
66
Oyashio, Tokitsukaze, Shiranuhi, Yukikaze,

(15) Transport ships with 5,000 troops
Second Fleet, Occupation Support Force (Kurita)

(2) Seaplane Tenders: Chitose, Kamikawa Maru
(4) Heavy Cruisers: Kumano, Mogami, Mikuma, Suzuya
(3) Destroyers: Arashio, Asashio, Hayashio
Special Duty Force

(2) Seaplane Tenders: Chiyoda, Nisshin
First Supply Force

(1) Destroyer: Ariake
(2) Freighters
Task Force 16.5 (Spruance)
(2) Aircraft Carriers: Enterprise, Hornet (with 54 VF, 77 VB, 29 VT)
(5) Heavy Cruisers: New Orleans, Minneapolis, Northampton, Pensacola,
Vicennes
(1) AA Light Cruiser: Atlanta
Task Group 16.4 (Early)

(11) Destroyers: Aylwin, Balch, Benham, Conyngham, Dewey, Ellet, Phelps,
Maury, Monaghan, Monssen, Worden
67
Task Force 17 (Fletcher)

(1) Aircraft Carrier: Yorktown (with 25 VF, 37 VB, 13 VT)
Task Group 17.2 (Smith)

(2) Heavy Cruisers: Astoria, Portland
Task Group 17.4 (Hoover)

(6) Destroyers: Anderson, Gwin, Hammann, Hughes, Morris, Russell
Fleet Train (Thurber)

(2) Destroyers: Blue, Ralph Talbot
(1) Fleet Oiler
French Frigate Shoal Force

(1) Destroyer: Clark
According to the operational plan, Adm. Nagumo opened the campaign with an
airstrike against Midway. The attack inflicted some damage, but the need for a follow-
up strike was immediately recognized. The situation posed somewhat of a tactical
dilemma for Nagumo. Should he order a second attack on Midway or arm his planes
with torpedoes for use against any American ships that might be in the area? Now
down to 167 operable aircraft, Nagumo
decided to attack Midway a second
time.
While rearming for a second strike,
Nagumo’s carriers were spotted by
American search planes. Within an hour
of this sighting, the Enterprise and
Hornet had launched an airstrike.
Spruance hoped to catch the Japanese
carriers with their guard down, while
the bulk of their air cover was attacking
Midway. Although losses were high
among the attacking aircraft, the strike
caught the decks of the Japanese
carriers full of gas and bombs. It was
devastating.
In the space of five minutes, three of A damaged Yorktown, listing badly
Yamamoto’s four carriers were ablaze.
Only the Hiryu managed to escape this attack by ducking into a rain squall.
Secondary explosions aboard the Akagi, Kaga, and Soryu turned them into flaming,
sinking wrecks. The odds had been shifted dramatically in favor of the Americans,
but the battle was not yet over. The undamaged Hiryu proceeded to launch an attack
which claimed the Yorktown.
With three Japanese carriers on the way to the bottom, all attention was turned to
the lone Hiryu. In contrast to the great aerial armada that had been assembled to
68
THE BATTLE deal with Midway only hours before, less than twenty aircraft remained. To fend off
OF THE further American raids, the Hiryu had a mere six Zeros.
EASTERN Nagumo did not have long to wait. Shortly after he transferred his flag aboard, the
SOLOMONS: Hiryu was attacked by dive bombers from the Hornet and Enterprise. After taking
24-25 four bomb hits in quick succession, the Hiryu exploded into flames. The last of
AUGUST Nagumo’s carriers was sent to join the others at the bottom of the Pacific. Yamamoto
1942 now had no real choice but to order a general withdrawal, otherwise his surface
ships would be at the mercy of American air power.
Midway had turned out to be the decisive naval engagement of the war. Losses
had been inflicted on Japan’s navy that its industrial base could not make good. From
now until the end of the war, Japan would assume a defensive posture. Whereas the
battle of the Coral Sea had halted their advance, Midway turned it back.
Guadalcanal sits at the southeastern end of the Solomon Islands archipelago. In
1942, the island became the focal point of the whole Pacific war. It was the place
where Japan had decided to build an airbase, to resume their advance in the South
Pacific. It was also the place where the United States decided to begin rolling back
the Japanese advance.
On August 7, the 1st Marine Division invaded Guadalcanal and captured the
partially completely airbase. After chasing off the few Japanese on the island, the
Leathernecks settled in to defend the airstrip they named “Henderson Field”. Most of
the prisoners taken by the Marines turned out to be Korean laborers working to
complete the airstrip.
The ease of the initial landing was deceptive. Guadalcanal would not be taken for
many more months. The Solomons campaign lasted from August of ‘42 through
February of ‘43. It was one of the toughest, most prolonged contests of the Pacific
war, not only on land but at sea as well.
The fighting on land required a steady stream of reinforcements and supplies.
Without domination of the surrounding seas, this stream could be cut at any time,
isolating the troops ashore. From August 1942 on, both sides sought to control the
situation at sea. Seven major sea battles were fought during this time, two of these
battles – the Eastern Solomons engagement and the battle of Santa Cruz – involved
aircraft carriers.
The Battle of the Eastern Solomons began on August 23rd, 1942, just two weeks
after the initial Marine landing. As he had tried to do at Midway, Admiral Yamamoto
was determined to lure the American carriers into a decisive engagement and
destroy them. He assigned the destruction of the American carriers to the Third
Fleet’s Carrier Strike Force, commanded by Admiral Nagumo.
A secondary concern was the Marine beachhead on Guadalcanal and the land-
based aircraft that would eventually make their way to Henderson Field. It was clear
that the entire campaign would be influenced by whichever side held the tiny
airstrip. Accordingly, Yamamoto planned to send reinforcements to the island while
his carriers kept the Americans busy. Once Henderson Field was in Japanese hands,
the Marines on the island would “whither and die on the vine”.
69
The light carrier Ryujo was assigned to Rear Admiral Chuichi Hara’s Detached
Carrier Strike Force. It was Hara’s job to suppress the American air forces on
Henderson Field and support the Japanese landings. In retrospect, it is possible that
Yamamoto was using the Ryujo as bait to lure the American carriers out to battle
(just as the Shoho had unintentionally done at Coral Sea).
Admiral Nimitz was well aware that the Japanese were committing the bulk of
their Combined Fleet to battle in the Solomons. On August 23rd, Adm. Fletcher’s
ships were lying off the eastern end of Guadalcanal, sending out scouts in hopes of
locating the Japanese carriers.

Thinking he had plenty of time before the Japanese force arrived in the area,
Fletcher detached the Wasp south to refuel. This move left him with only the
Enterprise and Saratoga to oppose the three Japanese carriers. Actually, the
Japanese carriers were much closer than he thought.
A PBY (search plane) on reconnaissance patrol from Ndeni Island reported
spotting the Japanese light carrier Ryujo. Fletcher believed the report to be false.
Later, a second PBY spotted the Ryujo again. Fletcher could not ignore this
second sighting and ordered an attack.
The first wave of dive bombers failed to score a hit, but a group of TBF
Avengers damaged the Ryujo’s rudder with a torpedo. A second group of dive
bombers pounded the now helpless carrier with four 1,000 lb. bombs, setting
her ablaze. The Ryujo sank four hours later. Not a single American plane was
lost in the attack.
Combined Fleet (Yamamoto)
Third Fleet, Carrier Strike Force (Nagumo)
(6) Destroyers: Akigumo , Akizuki , Hatsukaze , Kazagumo , Makigumo ,
Yugumo
Third Fleet, Detached Carrier Strike Force (Hara)
(1) Light Carrier: Ryujo (with 16 VF, 21 VT)
(1) Heavy Cruiser: Tone
(2) Destroyers: Amatsukaze, Tokitsukaze
Second Fleet, Support Force (Abe)

Vanguard Force, Close Support
(2) Battleships: Hiei, Kirishima
(3) Heavy Cruisers: Chikuma, Kumano, Suzuya
(3) Destroyers: Maikaze, Nowaki, Tanikaze
70
Support Force, Main Body (Kondo)

(1) Seaplane Tender: Chitose (with 22 floatplanes)
(1) Battleship: Mutsu
(5) Heavy Cruisers: Atago, Haguro, Maya, Myoko, Takao
(1) Light Cruiser: Yura
(9) Destroyers: Asagumo , Harusame , Hayashio , Kuroshima , Minegumo ,
Murasame, Natsugumo, Oyashio, Samidare
Eighth Fleet (Mikawa)
Close Cover Force
(4) Heavy Cruisers: Aoba, Chokai, Furutaka, Kinugasa
Convoy Escort Force (Tanaka)

(1) Light Cruiser: Jintsu
(8) Destroyers: Isokaze, Kagero, Kawakaze, Mutsuki, Suzukaze, Umikaze,
Uzuki, Yayoi
Task Force 61 (Fletcher)
Task Force 11
(1) Aircraft Carrier: Saratoga (with 36 VF, 36 VB, 15 VT)

(2) Heavy Cruisers: Minneapolis, New Orleans
(5) Destroyers: Dale, Farragut, McDonough, Phelps, Worden
Task Force 16 (Kinkaid)

(1) Aircraft Carrier: Enterprise (with 36 VF, 36 VB, 15 VT)
(1) Battleship: North Carolina
(1) Heavy Cruiser: Portland
(1) AA Light Cruiser: Atlanta
(6) Destroyers: Balch, Benham, Ellet,
Grayson, Maury, Monssen
Task Force 18 (Noyes)
(1) Aircraft Carrier: Wasp (with 28
VF, 36 VB, 15 VT)
(2) Heavy Cruisers: San Francisco ,
Salt Lake City
(1) Light Cruiser: San Juan
(6) Destroyers: Aaron Ward ,
Buchanan , Farenholt , Stack , Sterret ,
Selfridge
While the attack on the Ryujo was
under way, Nagumo launched his own
Direct hit on a Japanese heavy cruiser at Rabaul harbor
attack against the two American
carriers. (Intentional or not, the sacrifice
of the Ryujo seemed to have the desired effect.) The first wave of Japanese aircraft hit
71
the Enterprise with three bombs, causing heavy damage. Although the Enterprise
was on fire, it still maintained hull integrity and was in little danger of sinking.
Aircraft from the stricken carrier flew to Guadalcanal to bolster the air defenses there.
In the last major carrier action of the day, two American dive bombers spotted
and bombed the Japanese seaplane carrier Chitose. Although they never actually hit
the ship, the near-misses set the planes on deck afire and damaged the engine
room. The Chitose started to list badly. Only quick thinking on the part of her Captain
saved the ship from sinking.
The next day, American aircraft attacked three Japanese troop transports as they
made a daylight run for Guadalcanal. Tanaka’s flagship, the light cruiser Jintsu and
one of the transports were damaged. Tanaka was forced to withdraw without
landing any reinforcements. The battle was over.
The battle of the Eastern Solomons was a clear tactical victory for the Americans.
The Japanese had failed to achieve either one of their two primary objectives. The
American carriers had not been eliminated, and Henderson Field still belonged to the
1st Marine Division.
At sea, the Enterprise had been damaged, but only twenty aircraft had been lost.
The Japanese, on the other hand, had lost a light carrier and close to 90 planes. THE BATTLE
Carrier odds that had started out overwhelmingly in Japan’s favor were continuing to OF SANTA
even out after each battle. CRUZ: 25-27
On the homefront in both United States and Japan, Guadalcanal came to have a OCTOBER
symbolic importance far greater than its real tactical value. Neither side was willing 1942
to give an inch; both fed reinforcements into this lengthy battle of attrition.
Yamamoto’s dream of victory following a single great naval clash had long since
passed. His strategy now was simply to make the American counter-offensive in the
South Pacific as expensive as possible. Even so, he was willing to commit his naval
forces one more time in an effort to retake Guadalcanal. The result was the battle of
Santa Cruz.
72
Yamamoto divided his forces just as he had before, but this time he placed
his non-carrier forces in the lead. His carrier force was kept behind, where they
could launch strikes with relative impunity. He hoped that the American carriers
would expend their energy attacking his leading ships and open themselves to
a “Midway-type” riposte.
The plan was reminiscent of one Yamamoto had used earlier during the
battle of the Eastern Solomons. While the carriers dueled, his transport ships
and destroyers would sneak into Iron Bottom Sound and land reinforcements
on Guadalcanal. Henderson Field would be put out of commission by naval
bombardment and then captured in a land battle. Once the field was in
Japanese hands, aircraft from Rabaul would be rushed to Henderson. The key to
making this plan work was keeping the American carriers at bay.

Combined Fleet (Yamamoto)
Third Fleet, Carrier Strike Force (Nagumo)
(1) Light Carrier: Zuiho (with 18 VF, 6 VT)
(1) Heavy Cruiser: Kumano
(8) Destroyers: Amatsukaze , Arashi , Hatsukaze , Maikaze , Teruzuki,
Tokitsukaze, Yamakaze, Yukikaze
Second Fleet, Advance Force (Kondo)
(4) Heavy Cruisers: Atago, Maya, Myoko, Takao
(1) Light Cruiser: Isuzu
(6) Destroyers: Kawakaze , Makinami , Naganami , Suzukaze , Takanami ,
Umikaze
Second Fleet, Close Support Force (Kurita)
(2) Battleships: Haruna, Kongo
(6) Destroyers: Harusame, Kagero, Murasame, Oyashiro, Samidare, Yudachi
Second Fleet, Vanguard Force (Abe)
(2) Battleships: Hiei, Kirishima
(3) Heavy Cruisers: Chikuma, Suzuya, Tone
(8) Destroyers: Akigumo, Isokaze, Kazagumo, Makigumo, Tanikaze, Teruzuki,
Urakaze, Yugumo
Second Fleet, Air Group Force (Kakuta)
(1) Light Carrier: Junyo (with 24 VF, 21 VB, 10 VT)
(2) Destroyers: Hayashio, Kuroshio
Support Train
(1) Destroyer: Nowaki
73

South Pacific Force (Halsey)
Task Force 16 (Kinkaid)
(1) Aircraft Carrier: Enterprise (with 34 VF, 36 VB, 12 VT)
(1) Battleship: South Dakota
(1) Heavy Cruiser: Portland
(1) Light Cruiser: San Juan
(8) Destroyers: Cushing, Conyngham, Mahan, Maury, Preston, Porter, Shaw, Smith
Task Force 17 (Murray)

(1) Aircraft Carrier: Hornet (with 36 VF, 36 VB, 15 VT)
(2) Heavy Cruisers: Northhampton, Pensacola
(2) Light Cruisers: Juneau, San Diego
(5) Destroyers: Anderson, Borton, Hughes, Morris, Mustin, Russell
On October 25th, Rear Admiral Thomas Kinkaid (who had replaced Fletcher as
commander of the U.S. carrier forces) sent the Enterprise and Hornet north from
Espiritu Santo in order to intercept the Japanese carriers near the Santa Cruz Islands.
A Catalina PBY sighted Nagumo’s Carrier Strike Force, but by the time Kinkaid
received the report and launched a strike, the Japanese had steamed out of range.
Near dawn the next day, Kinkaid renewed the search. This time, he sent out
Dauntless bombers as search planes. He was determined not to waste time waiting
for sighting reports from the PBYs. This bold approach paid off less than two hours
later when a pair of the dive bombers spotted the Japanese carriers. Japanese fighters
attacked them before they could get close, but the Dauntlesses escaped into the
thick cloud cover.
Another pair of dive bombers overheard the sighting report and left their search
vector to attack the carriers. They arrived over the Japanese ships while the fighters
were chasing the first two bombers. This second
pair managed to score a direct hit on the Zuiho,
leaving a large crater in the carrier’s deck. The
stricken Zuiho was immediately ordered to
return to the Japanese naval base at Truk to
begin repairs. Admiral Kinkaid’s scouting tactic
had succeeded in removing one enemy carrier
in record time.
Unfortunately for the Americans, a Japanese
scout had spotted the Hornet just prior to this
attack. The Zuiho managed to launch its aircraft
before being damaged. These aircraft, plus
those from the Shokaku, Zuikaku, and Junyo
added up to a total of 135 planes on their way
to the Hornet.
IJN destroyer hit by American bombers
By the time this massive airstrike found Task
Force 61, a storm had obscured the Enterprise, leaving only the Hornet visible. Since
Nagumo believed that only one American carrier was present, that fact that his pilots
74
only spotted the Hornet confirmed his belief.

For ten minutes, the Hornet took everything that the massive air strike could dish
out. It was hit twice by torpedoes, leaving it dead in the water. Four bombs also hit
the carrier, but the most damaging blow came from a Japanese pilot who deliberately
crashed his crippled aircraft into the ship. The Hornet lay wrecked and abandoned.
Although Japanese strikes continued to pound the ship for several more hours, the
Hornet did not finally sink until the next day.
When a break in the clouds revealed the Enterprise, many of the attacking planes
changed targets. Fortunately for the “Big E”, all of the torpedoes fired at the carrier
missed. Two bombs, however, hit the forward flight deck causing the ship to have
difficulties conducting air operations. The Enterprise sent its aircraft to Espiritu Santo
and left the battle.
Both American carriers were out of the way at a cost of only twenty-five aircraft.
Yamamoto’s plan was on the verge of success. The Japanese were now free to deal
with Henderson Field and the Marines on Guadalcanal. Only one final hurdle
remained. The American carriers had launched a strike of their own.
The American strike was not only weaker than the Japanese attack, it was
uncoordinated and due to arrive piecemeal over the Japanese carriers. Even so, eleven
of the Hornet’s Dauntless dive bombers found the Shokaku and scored 4 hits. The rest of
the American planes failed to find the Japanese carriers and went on to other targets.
Now that the Shokaku and Zuiho were stricken, Nagumo had only the Zuikaku
and Junyo to continue the attack. Far more costly, however, was the loss of over 100
Japanese planes so far in this campaign. Japan could ill afford this drain of
experienced pilots and front-line aircraft. Production simply could not meet the
increasing demand.
For this reason, Yamamoto decided to withdraw his carrier force along with their
few remaining pilots. Had he pressed the attack, there’s a real possibility that the
Enterprise would have been sunk, removing the last operational American carrier
from the Pacific. As it was, Japanese pilots had done more than should have been
THE BATTLE expected. They had sunk one carrier and forced the withdrawal of another. In doing
OF THE so, they made it possible for thousands of troops and tons of supplies to disembark
PHILIPPINE on Guadalcanal.
SEA 19-21 The battle of Santa Cruz was a clear tactical victory for the Japanese, their first
JUNE 1944 carrier vs. carrier win. It was a Phyrric victory, however, in light of the increasing
American material superiority. The losses suffered in trained pilots and aircraft would
ultimately affect the course of war.
At Santa Cruz, the United States came very close to losing both Guadalcanal and
its only aircraft carriers in the Pacific. Although reinforcements would soon make
their way to the South Pacific, for the moment the Marines on Guadalcanal were at
the mercy of the Japanese. Fortunately, the Japanese were equally exhausted.
The 1942 time frame was deliberately chosen by the designers of this simulation
because at that time in the Pacific war, both sides were still evenly matched. In fact,
75 75
if one was to be honest, the Japanese held a slight qualitative advantage. Their
aircraft, especially fighters, were technically superior to those in the U.S. inventory.
It could also be argued that, man for man, Japanese pilots were better trained than
their American counterparts. After all, Japan had been at war with China for years. All
this practical experience gave them many more hours in the cockpit than the average
pilot trainee in the U.S.
By 1944, the preponderance of American naval and air strength made an ultimate
Japanese victory in the war highly unlikely. The two big advantages the Japanese held
in 1942 – better pilots and better aircraft – were gone. The pool of trained Japanese
pilots, which had never been very large to begin with, had been expended at
Midway and Santa Cruz. The Zero, which had been such a factor in the early years,
had been surpassed by the latest generation of U.S. fighters, like the new F4u Corsair
and the Hellcat.
This scenario has been included despite the fact that it occurs two years after the
others. The air engagement which took place during this battle was the largest of the
entire war. For eight straight hours, Japanese and American aircraft were locked in a
contest for control of the sky. This being the case, no flight game on the Pacific air
war would be considered complete without simulating this battle.
For all you players who, as American pilots, are tired of getting pushed around by
Zeros, this scenario allows you to fly the Corsair and do some pushing of your own.
For those of you who like a challenge, this scenario allows you to pit your
outnumbered, but trusty, old Zero against the best the Americans can throw at you.
In June of 1944, the Japanese faced American advances on two fronts. MacArthur’s
forces were preparing to invade the Philippines, and in the Central Pacific, Nimitz’s
forces were moving on the Marianas Islands. Admiral Soemu Toyoda, who would be
the last CinC of the Japanese Combined Fleet, argued against taking up a strictly
defensive stance. He sought to bring about the decisive battle as Yamamoto had
tried to do for several years.
When the U.S. invaded Saipan, one of the Marianas Islands, Toyoda’s hand was
forced. If Saipan fell, enemy long-range bombers based on Saipan would be able to
launch raids against the Japanese home islands. This was a threat that Toyoda could
not ignore. In this respect, the invasion of Saipan was a “Midway in reverse.” The
United States Navy had lured the Japanese out to fight by attacking an island
strategically important to their defense line.
76 76
The Japanese plan of battle, code named A-GO, required at least 500 land-
based aircraft, primarily because of the superiority of the American aircraft
carriers. Vice-Admiral Jisaburo Ozawa was to command the First Mobile Fleet in
the Marianas. His strategy was to soften up the American naval forces by first
attacking with land-based air strikes from Guam, Tinian, Saipan, and Yap.
Ozawa’s carriers would then move in and finish off the survivors while
remaining out of range of American aircraft.
In the eighteen months since the big carrier battles in 1942, the Japanese
navy had done its best to rebuild and recover. Many new aircraft-carrying ships
were either purpose-built or converted from other hulls. The shortage of trained
pilots was still haunting their war effort, however. Losses continued to outpace
production. For this battle, Ozawa scrapped together every last pilot he could
find. All told, the Japanese carrier force could launch over 400 aircraft, though
many would be flown by only partially trained pilots.

Mobile Force, Vanguard (Ozawa)
(3) Light Carriers: Chitose, Chiyoda, Zuiho (with 62 VF, 9 VB, 17 VT)
(4) Battleships: Haruna, Kongo, Musashi, Yamato
(7) Heavy Cruisers: Atago, Chikuma, Chokai, Kumano, Maya, Takao, Tone
(1) Light Cruiser: Noshiro
(7) Destroyers: Asashimo , Fujinami , Hamakaze , Kishinami , Okinami ,
Shimakaze, Tamanami
“A” Force
(3) Heavy Carriers: Shokaku, Taiho, Zuikaku (with 79 VF, 77 VB, 51 VT)
(2) Heavy Cruisers: Haguro, Myoko
(1) Light Cruiser: Yahagi
(7) Destroyers: Akizuki, Asagumo, Isokaze, Hatsuyuki, Shimotsuki, Urakaze,
77
Wakatsuki
“B” Force (Joshima)
(2) Converted Carriers: Hiyo, Junyo (with 81 VF, 36 VB, 18 VT)
(1) Light Carrier: Ryuho
(1) Battleship: Nagato
(1) Heavy Cruiser: Mogami
(8) Destroyers: Akishimo , Hayashio , Hamakaze , Michishio , Nowaki ,
Samidare, Shigure, Yamagumo
1st Supply Force
(4) Destroyers: Hatsushimo, Hibiki, Tsuga, Yunagi
(4) Fleet Oilers
2nd Supply Force

(2) Destroyers: Uzuki, Yukikaze
(2) Fleet Oilers
Fifth Fleet (Spruance)
Task Force 58 (Mitscher)
Task Group 58.1 (Clark)
(2) Aircraft Carriers: Hornet, Yorktown (with 85 VF, 77 VB, 35 VT)
(2) Light Carriers: Bataan, Belleau Wood (with 50 VF, 19 VT)
(3) Heavy Cruisers: Baltimore, Boston, Canberra
(2) AA Light Cruisers: Oakland, San Juan
(14) Destroyers: Bell , Boyd , Bradford , Brown , Burns , Charrette , Conner ,
Cowell, Craven, Gridley, Helm, Izard, Maury, McCall
Task Group 58.2 (Montgomery)
(2) Aircraft Carriers: Bunker Hill, Wasp (with 79 VF, 35 VB, 36 VT)
(2) Light Carriers: Cabot, Monterey (with 45 VF, 17 VT)
(3) Light Cruisers: Sante Fe, Mobile, Biloxi
(12) Destroyers: Dewey, Hickox, Hull, Hunt, Lewis Hancock, Owen, Miller,
Stephen Potter , The Sullivans , Tingley , Macdonough ,
Marshall
Task Group 58.3 (Reeves)
(2) Aircraft Carriers: Enterprise, Lexington (with 75 VF, 55 VB, 32 VT)
(2) Light Carriers: San Jacinto, Princeton (with 48 VF, 17 VT)
(4) Heavy Cruisers: Indianapolis, Cleveland, Montpelier, Birmingham
(1) AA Light Cruiser: Reno
(13) Destroyers: Anthony , Braine , Bronson , Caperton , Cogswell , Cotten ,
Dortch, Gatling, Healy, Ingersoll, Knapp, Terry, Wadsworth
78
Task Group 58.4 (Harrill)

(1) Aircraft Carrier: Essex (with 42 VF, 36 VB, 20 VT)
(2) Light Carriers: Cowpens, Langley (with 46 VF, 18 VT)
(1) Heavy Cruiser: Vincennes
(1) AA Light Cruiser: San Diego
(2) Light Cruisers: Houston, Miami

(14) Destroyers: Ausburne , Case , Converse , Dyson , Ellet , Lang , Lansdowne ,
Lardner, McCalla, Spence, Stanly, Sterret, Thatcher, Wilson
Task Group 58.7 (Lee)
Battleline
(7) Battleships: Alabama, Indiana, Iowa, New Jersey, North Carolina, South Dakota,
Washington
(4) Heavy Cruisers: Minneapolis, New
Orleans, San Francisco, Wichita
(14) Destroyers: Bagley , Bennett ,
Conyngham , Fullam ,
Halford , Hudson ,
Monssen , Mugford ,
Patterson , Quest ,
Selfridge , Stockham ,
Twinning, Yarnall
COMPARISON OF AVAILABLE
AIRCRAFT
Fighters Dive Bomb
Torp Bomb Total
IJN transports and cruiser under attack by U.S. bombers
Japan 222 113
95 430
United States 475 232 184 891
Lying in wait for the Japanese response was the U.S. Fifth Fleet’s massive Task
Force 58, commanded by Vice-Admiral Marc Mitscher. Mitscher’s four task groups
numbered seven heavy carriers, including some of the new Essex class (the Bunker
Hill, Enterprise, Essex, Hornet, and the new Wasp, Yorktown, and Lexington) and
eight light carriers (Belleau Wood, Bataan, Monterey, Cabot, San Jacinto, Princeton,
Langley, and Cowpens). Taken together, these ships could launch almost 900 aircraft.
The Japanese plan to utilize land-based aircraft was stillborn. Between June 15th
and 19th, Task Force 58 raided the Japanese airbases on Iwo Jima, Chichi Jima, Guam,
and Rota. On Guam and Rota, the airfields were rendered completely useless, so
rather than the 500 land-based aircraft needed for A-GO, the Japanese were left with
only 50.
The plan had assumed that land-based aircraft would destroy at least a third of the
79
American carrier fleet before Ozawa’s

Mobile Force arrived. Now, Ozawa would
have to face the full complement of the
Fifth Fleet’s carriers. Despite the fact that
American carrier aircraft dominated the
skies over the Marianas, the plan went
forward.
As the Japanese fleet left the
Philippines to challenge the U.S. Fifth
Fleet, American subs found it and
reported its general position. Adm.
Spruance knew that the Japanese were
mounting a major operation against
him, so he decided to hold his forces to
the west of Guam. Although
submarines had located the on-coming The Bunker Hill, screened by destroyers, after a kamikaze attack
Japanese ships, scout planes from the
American carriers failed to find them. Japanese scout planes, however, found the
American carriers.
Ozawa launched his first airstrike, unaware that the 500 plane land-based force
had been decimated. As this strike proceeded toward Task Force 58, planes from the
American carriers were attacking Guam. Unfortunately for Ozawa, his airstrike was
detected on radar, a relatively new invention. This gave Spruance time to recall his
attacking aircraft. Spruance also positioned a picket line of battleships, cruisers, and
destroyers that the Japanese planes would have to cross in order to get to the U.S.
carriers. Fighters and anti-aircraft fire from these ships knocked down 42 out of the
69 planes. Not a single aircraft reached the American carriers.
The second Japanese strike of the morning ran into the same resistance as its
predecessor. Only 20 planes made it past the picket defense line, and none scored
any hits. Only two aircraft from the strikes made their way to Guam. The planned
attack on the U.S. carriers, which was supposed to take place after they had rearmed
on Guam, clearly would not take place.
80
Throughout the battle, Ozawa remained in the dark about the losses suffered by
his strike groups. Vice-Admiral Kakuji Kakuta, commander of the land-based air
contingent, was feeding Ozawa false reports. He assured Ozawa that his aircraft had
inflicted heavy damage on the American task force. Ozawa therefore ordered a third
strike. This wave of 47 planes avoided the picket line of anti-aircraft ships but got
lost in the process and was forced to return.
A fourth strike was ordered, 82 planes in all, but these aircraft fared no better. Of
these, 33 planes found the southernmost of the American task groups (58.2) and
were all shot down for their trouble. The others failed to find the American carriers
and headed for Guam. Thirty of these were shot down before they reached the
island, leaving the final 19 Japanese planes to discover that American bombers had
destroyed the airfield at which they were supposed to land.
Just after noon, the U.S. submarine Cavalla hit the fleet carrier Shokaku with three
torpedoes. Several hours later, the “Sho” rolled over and sank. Twenty minutes later,
the Taijo also received a torpedo hit from the submarine Albacore and suddenly
blew up. In both cases, ignition of the fumes from the unrefined fuel oil was the
major factor in the demise of the carrier. Mitscher had not yet launched a single air
strike against the Japanese carriers, yet Ozawa had already lost two of his fleet
carriers.
Ozawa remained unaware of the true situation. Though he in fact had barely 100
planes still airworthy, he continued to believe that the day was his. Kakuta reported
that many Japanese planes were safely on Guam and that reinforcements were on
the way. These false reports, coupled with other incorrect ones stating that four
American carriers had been sunk, convinced Ozawa to regroup his forces and
continue the attack the next day. In reality, his forces had already suffered a decisive
defeat. The Americans had lost only 29 planes, while they had destroyed a total of
346 Japanese aircraft.
Late in the afternoon of the next day, June 20, Spruance’s search planes finally
located Ozawa’s Mobile Force. Mitscher ordered a full airstrike of 216 planes, even
though it was already late in the day. The returning American aircraft would be
forced to attempt difficult night landings. Over half of the U.S. planes, 130 aircraft in
all, were lost, but the damage to the Japanese fleet was absolutely devastating.
Because of the famous “dusk raid”, the light carrier Hiyo was sunk; the light
carriers Junyo and Chiyoda were heavily damaged. The fleet carrier Zuikaku, last of
the Pearl Harbor raiders, continued to lead a charmed existence. Although damaged,
it remained afloat.
More than half of the remaining Japanese aircraft were destroyed, leaving only 35
planes in Ozawa’s entire fleet. The battle of the Philippine Sea would forever be
known among American pilots as the “Great Marinas Turkey Shoot”. The long
sought-after great naval battle of the war had finally occurred. Unfortunately for the
Japanese, it had come two years too late. By 1944, the industrial might of the United
States had built a carrier force many times that of Japan’s.
81
1942 PAW Scenario Tech Supp 8/14/97 5:04 PM Page i
T H E PAC I F I C A I R W A R
TECHNICAL SUPPLEMENT
The 1942 The Pacific Air War scenario supports most of the available flight
add-on hardware. We have provided a configuration file for the WCS Mark II
(1942paw.adv). Consult your Thrustmaster documentation for instructions on
using this configuration file. If you have a problem using a particular device
with the game, please contact MicroProse Customer Support for assistance.
COMPATIBILITY ISSUES
Please note that this list includes only the known conflicts and
incompatibilities. Since no test procedure can ever be totally comprehensive,
you may run into undiscovered problems. Please consult with Customer
Service if you do.
This game has not been tested under Microsoft Windows; therefore we
suggest you do not use it with Windows. Chances are very good that the two
will not work together. If you desire to use a mouse with this game, the mouse
driver must be compatible with the 8.20a version of the Microsoft Driver.
We strongly recommend that you not have any Terminate-and-Stay-
Resident programs (TSRs) other than memory managers loaded into memory
when playing the 1942 The Pacific Air War scenario. Not only will they
decrease the amount of free memory available, thus slowing the game, but
there may be unpredictable interactions.
1942 PAW Scenario Tech Supp 8/14/97 5:04 PM Page ii
If you experience keyboard response problems using a Tandy computer, the

a status of the keyboard may be reversed. That is, pressing A results in the
aA and vice-versa. To fix this problem, tap on the a key until the status
returns to normal. We apologize for the inconvenience, but there seems to be
something unique to the Tandy keyboard BIOS that causes this problem.
In some Packard Bell, Gateways, and PS\1 computers, there may be a
conflict between the standard MicroProse boot disk application and some
memory configurations. If you experience a lock up while using a boot disk
made by the 1942 installation program, you’ll need to change one line in the
config.sys file on the boot disk, thus:
device=c:\dos\emm386.exe ramx=b0000-c400 /d=48 frame =e000 6800
should be:
device=c:\dos\emm386.exe 2048 ram
for DOS version 5.0, and
device=c:\dos\emm386.exe ram highscan
for any version higher than that.
If your hard drive is “doublespaced” and you experience problems using a boot
disk, please add the following line to the end of the config.sys file on the boot disk:
devicehigh= c:\dos\dblspace.sys /move
If you are using any other kind of disk compression software, refer to that
manual for questions on boot disk creation.
FEATURES UPDATE
Some of the following are changes that originated in the 1942 The Pacific
Air War update, all of which are also included with the scenario. Since many
of you may not have acquired the update, the new features are described here
as well. The rest are new to the Scenario.
NEW CAREERS
Added into the Scenario are the two careers American Army Airforce and
Japanese Army Airforce. To choose either one of these careers, click on the Pilot
Career button in the Main Menu. There, you can now select either American
Navy, American Army Airforce, Japanese Navy, and Japanese Army Airforce.
Ditching
To successfully ditch your plane in the ocean, you must hit the water at an
extremely slow speed. The best bet is to stall below 50 feet. For career and
scoring purposes, a ditch will be treated exactly as a bail-out. The chances of
being rescued, captured, or killed are the same.
1942 PAW Scenario Tech Supp 8/14/97 5:04 PM Page iii
Cruising Altitudes
When a strike flies to a target, there is always a lead flight that everyone else
follows. For mutual fire support reasons, the flights in a strike stay close to each
other until they reach their target. Because of this, you may only adjust the
cruising altitude of the lead flight. All other flights will automatically adjust their
cruising altitudes to match.
The Padlock Feature

The “Padlock” view is only available when you’re in Virtual Cockpit mode.
To activate the Padlock feature, you must first choose an enemy to “lock” (just
as in reality). Swivel your head around until you can see the enemy. Pressing
J will lock the Padlock View onto whatever aircraft is nearest the center of
your view. Now, whenever you press Button #2, your virtual view will center
on the locked plane. As long as you hold the button, the view will move to
keep the locked plane centered.
Carrier Battle 3-D Engagement

If you abort your piloting in an engagement that is part of a Carrier Battle
game before the mission is completed, the computer will finish the attack as
though you had selected to observe the engagement. Keep in mind that, due
to limitations to the number of planes that can be represented in 3-D, damage
from large strikes will be a combination of the damage done in 3-D and
damage calculated statistically. Your performance in 3-D, however, will have a
limited effect on the outcome of the statistical damage.
Japanese Radios
This is not a bugæthe Japanese pilots in this game do not receive radio
messages, as the Americans do, because the Japanese pilots do not carry large
and bulky radios in their planes. However, this does not effect the messages
that are sent while in Modem Play. This in no way states that Japanese pilots
did not actually carry radios in their planes during the War.
Scuttling Ships
In a Carrier Battle, when a severely damaged ship slows a Task Group down
to a degree that is dangerous to the remaining ships, you should scuttle that
ship. This was not an uncommon practice during the war, and was used
primarily to prevent the enemy from capturing the ship. You can scuttle ships
using the Damaged Ships option in the Task Group menu.
Engine Torque
As is noted in the original manual for 1942, all planes have a slight engine
torque to the left. It is possible to remove the torque so that the planes being
flown are more controllable.
1942 PAW Scenario Tech Supp 8/14/97 5:04 PM Page iv
Spins
When a plane stalls or when it begins to fall, it starts to spin. It is possible to
get out of a spin but it is very difficult. Check the Pilot’s Handbook in the
original 1942 game for more information.
Speed and Elevation

While in a dive, it becomes harder for a plane to pull out of the dive as the
speed of the plane goes up. This represents the wind resistance on the
elevators which are the primary tool that is used to elevate the plane. To offset
this resistance, pull the throttle back before you enter the dive.
1942 PAW Scenario manual cover 8/14/97 4:45 PM Page 1
INSTRUCTION
T H E PAC I F I C A I R W A R MANUAL
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S I M U L A T I O N
1942 PAW Scenario manual 8/14/97 4:37 PM Page i
1942 THE PACIFIC AIR WAR SCENARIO
T H E PAC I F I C A I R W A R
MICROPROSE SOFTWARE
All rights reserved. Copyright©1994 MicroProse Software.
This book may not be reproduced in part or in whole, by mimeogram

or photocopy or other means without permission, with the exception of
quoting brief passages for the purpose of review.
i
1942 PAW Scenario manual 8/14/97 4:37 PM Page 1
INTRODUCTION
The year was 1942, and America had entered into another World
War. This was the largest confrontation in all of history, involving
almost all of the powerful nations of the earth. Fighting flared on
five different continents, on and under every ocean, and in the
air above all of these. It was in the Pacific that the United States
first faced a bona fide enemy. Fleets that rivaled small cities in
size roamed the seas of the South Pacific desperately hunting for
each other’s weak moments. The two great fleets of the Pacific,
the Imperial Japanese Navy and United States Navy, had
outgrown the necessity of meeting at sea to battle one another.
From every tiny island and every ship that could launch a plane,
the fighter pilots and bomber crews determined the outcome of
the fighting.
Playing 1942 The Pacific Air War, you saw action at Midway,
in the Coral Sea, and in the Solomons. This action was in the pilot’s
seat of a fighter or a bomber, or in the admiral’s chair. You took the
role of a young pilot — earning medals and awards for your
country — and you sometimes found your end in a fish’s belly.
Now, with the 1942 The Pacific Air War Scenario, you can
return to the seas and to that same iron-tough aircraft that saw
you through so much hell. What we’ve added with this Scenario
are more missions in the Philippine Sea. As an extra, added
bonus, we’re even going to let you get yourself shot up over
New Guinea! The Single Mission mode now includes over 300
new missions.
1
As the real war dragged on, new planes were constantly

being designed, tested, manufactured, and then finally sent into
combat. This addition to the game includes six new planes: the
Japanese Frank, George, and Tony and the American Warhawk,
Lightning, and Mustang. Each of these planes had its part to play
in the war, in victory or defeat; now, it’s your turn.
This is your mission.
The computer AI that has been your constant opponent through

many games, including this one, is no longer the only enemy you
can go up against in 1942. The Modem Play feature lets you test
your flying skills against a real, live opponent and (you hope) teach
him to respect your flying. Of course, you can also fly together
against a common, computerized enemy. There are more than
200 new missions specially designed for modem play.
Also, lets not forget about the pilots that flew from the
ground. Added into the Career Pilot section of the game are the
two careers of American Army and Japanese Army. No more
having to land on a bouncing carrier for you when your stationed
in Port Moresby. So get ready. The bos’n has sounded General
Quarters, and pilots are running to their planes. The battle is
about to be rejoined, and there’s an empty cockpit waiting
for you.
2
HISTORICAL The more you know, the less often you’ll

BACKGROUND “take a bath”. That’s as true now as it was
then, so we’ve provided a little
background — a little additional history
that’s relevant to this scenario. The scope of this manual is,
unfortunately, limited. You’ll find a lot more detail in the
history books, and we’d like to encourage you to do just that.
CHENNAULT’S FLYING TIGERS

Two weeks after the bombing of Pearl Harbor, a squadron that
had named itself the “Flying Tigers” encountered and destroyed
most of a Japanese bomber squadron. It wasn’t over the Pacific
Ocean, and it wasn’t over one of the tiny islands like Midway or
Truk where most of the fighting in the Pacific Theater took place.
It was in the skies over a place much closer to Japanese soil: China.
Up and away!
To understand how this encounter came about, we must start

several years before the United States declared war on Japan and
all of her allies. Japan had invaded China in the early nineteen-
thirties, in an attempt to form something the Emperor called the
Greater East Asia Co-Prosperity Sphere. It was Japan’s stated
goal to capture by conquest or by treaty all of the eastern Asian
countries, to gain access to their natural resources — resources
that, even then, Japan either did not have or had depleted from
its own lands. The Emperor wanted materials such as oil for the
military and mineral ores to build weapons — to build weapons
that Japan could use to expand even further.
3
The United States had been helping the Chinese prepare a

defense against the advancing Japanese armies. Several military
advisors had been sent to develop a proper Chinese Air Force, as
well as to train several units of Chinese infantry. The year was
1932 when Colonel John H. Jouett and nine other American pilots
came to China to build a training school for combat pilots. They
also had to arrange for the purchase of several modern
warplanes, for at that time the Chinese Air Force was made up of
fighters that were little more than decaying remnants of the first
World War. Not unexpectedly, the Japanese were not pleased
with the American interference in there plans.
Zeroes sometimes don’t make it.
Using diplomatic and political pressures, Japan forced

America to remove its soldiers from China in 1934. With the
Americans out of the picture, the leader of China, Chiang Kai-
shek, looked to other nations for the men and machines that he
would need to fight off the coming Japanese offensive. He
found that the Russians and Italians were more than happy to
help his cause — for a price — and soon most of the planes that
Colonel Jouett had arranged for had been shot down.
Understanding that help from the United States would be crucial
to any effective defense against the Japanese, Madame Chiang
Kai-shek hired three pilots. These former U.S. Army Air Corps
stunt fliers were to act as instructors for the Chinese Air Force.
4
The leader of this small group was Claire Lee Chennault,

famed writer of The Role of Defensive Pursuit. Chennault was
dismayed at the ineptitude of China’s fighter pilots. Eleven of the
twenty-two planes that remained from 1932 had been destroyed
in landing attempts, and all of the Martin bombers had been lost
in similar accidents. In order to protect the rest of the planes
from Japanese attacks, Chennault organized an early warning
system of lookout stations. Stations across China were linked by
radio to each other and Chennault’s headquarters.
With the experienced Chennault running the show, the
battered Chinese Air Force earned its first air victory in the
summer of 1937. Chinese pilots engaged and destroyed a group
of Japanese bombers that were attacking the city of Nanking. In
the end, though, Chennault knew, the availability of resupply
would determine the outcome of the war. When the Nazi forces
invaded Russian 1941, one route of supply was destroyed. The
Russians had problems of their own to deal with and could not
spare anything for the Chinese effort. The Japanese, in turn,
already controlled the eastern seaports of China. This left only one
other path for supplies to reach Chennault: Rangoon, Burma. This
last line of resupply was quite dangerous, even without the
attacks by the Japanese. The infamous Burma Road, a swerving,
seven-hundred-mile roller coaster route through mountainous
terrain, was the easiest route. The frequent Japanese bombings
didn’t do the road any good, not to mention the supply vehicles
and their drivers. A defense for this supply line was badly needed.
Touchdown.
5
In the Spring of 1941, Chennault returned to the United States

to ask for better planes and experienced pilots to protect his
resupply line for China. After speaking with President Roosevelt,
who was at that time learning of the danger that the Japanese
posed to the Pacific, Chennault received a hundred P-40’s —
Warhawks — planes that had been turned down by Sweden. The
P-40 was considered obsolete. In addition, Chennault was given
permission to visit various Army and Navy bases and try to
persuade troops to volunteer for the effort in China. The canny
commander’s photos of sunny beaches, tennis courts, and
resort-like conditions persuaded many a military and civilian man
to volunteer for such a duty.
Ninety pilots from the Navy and the Marines joined up
between the months of May and July of 1941. Chennault also
recruited one hundred and fifty ground crewmen and other non-
flying personnel. Late that July, the first contingent of the
American Volunteer Group left for Burma in relative secrecy. It
was not until September that the AVG arrived at Rangoon,
Burma. When the young pilots left the train that picked them up
from the port, they felt ill at ease — there was neither country
club nor golf course, and Rangoon wasn’t exactly a tropical
paradise. What there was was excessive heat, stultifying
humidity, vicious insects, and a lot of hard work.
Chennault was also somewhat surprised at the extent of work
that needed to be done at Rangoon in order to shake it into a
proper military base. He said of what he found there, “The
runway was surrounded by quagmire and pestilential jungle.
Matted masses of rotting vegetation carpeted the jungle and
filled the air with a sour, sickening smell.” Five resignations were
handed to him before he had even gotten his training sessions
under way.
6
During the intensive training, Chennault taught his pilots all

about the Zero. He showed them how it had been designed to
out-maneuver most fighters. He also showed them its every
weakness — chief among them that it lacked self-sealing fuel
tanks and that the pilot had no armor to protect himself. In the
same sessions, he would praise the obsolete P-40, though he did
not particularly like the plane. He wound on about the
Tomakawk’s ruggedness and its ability to outdive a Zero in a
dogfight. He taught unorthodox fighting styles, making out the
romantic chivalry of battle in the skies for exactly what it had
become after the First World War — foolishness. He showed his
pilots how to use the speed of the P-40 for scathing hit-and-run
tactics on highly maneuverable planes like the Mitsubishi Zero.
Also, he taught his pilots to fight in pairs, how one plane,
acting as a target, could allow his partner to destroy the
preoccupied enemy.
The British and the Chinese found his teaching styles to be
dishonorable. The British promised a swift court martial for any
pilot that even considered running away from a fight, and it was
understood that the Chinese would simply execute such a
coward. Although such talk led to a few more pilot resignations,
Chennault proved to his pilots that they could defeat the
Japanese with their P-40’s if they used them properly.
During training, men died and equipment failed. Since there
were no spare parts, salvageable material was taken from wrecks
and reused in those planes that could be fixed. Finding replace-
ments for the men, however, proved to be a nearly impossible
task. Considering these problems, the United States military did
not believe that Chennault and his AVG could be ready before
February of 1942. They also were not convinced that his force
could last more than two weeks against the vastly outnumbering
Japanese force.
7
Chennault did not let other people tell him what he could or
couldn’t do. He promised the U.S. that his pilots would be ready
by November of 1941, and he was right. Of the hundred P-40’s,
only forty-three were still operational, and only eighty-four pilots
remained. However, these men and machines were more than
ready for combat. One of the pilots got the idea to paint a blood-
red mouth and an evil eye on his aircraft’s nose to further
intimidate the Japanese. At the same time, Disney cartoonists
drew up a picture of a winged tiger flying through the V (for
victory) symbol. The name “Flying Tigers” was given to the
group, and it stuck throughout the war.
It’s going to be a ‘hot time.’
Two weeks after the bombing of Pearl Harbor, the Flying Tigers
finally met up with their adversary. The squadron had been
moved to the Chinese city of Kunming to beef up the city’s
defense. Early on the morning of December 19, 1941, enemy
bombers were sighted by the early warning system Chennault
had put in place so long before. Four P-40’s were sent to handle
the situation, while several more waited in reserve. When the
Tigers met up with the bombers, they saw that the Japanese had
become lax as a result of their unchecked successes. The
bombers had been sent out without any fighter cover at all.
8
One of the pilots in that first attack, Fritz E. Wolf, reported on

the events of that day. “Attacked the outside bomber of the vee.
Diving down below him, I came up underneath, guns ready for
the minute I could get in range. At 500 yards I let go with a quick
burst from all my guns. I could see my bullets rip into the rear
gunner. My plane bore in closer. At 100 yards I let go with a
burst into the bomber’s gas tanks and engine. A wing folded,
and a motor tore loose. Then the bomber exploded. I yanked
back on the stick to get out of the way and went upstairs.”
When one bomber fell out of the Japanese formation, another
moved into its place. The Japanese flew in a mechanical way
that led to them losing six of their bombers while only
shooting down one Tiger. Chennault had been proven right
once again
The Tigers met with the Japanese again on December 23rd,
when the Empire returned to bomb their base in Rangoon. This
time, with the aid of the British and their lumbering Buffalo
fighters, the Flying Tigers went up to meet with the fabled Zero.
Many of the British fell victim to the attacks of the fast
maneuvering Zero, but only four P-40’s were lost in the
confrontation. A total of six bombers and four Zeroes were lost
by the Japanese, and most of those had been shot down by the
rugged P-40’s.
Their victory was, as is too often the case, incomplete. The city
had been heavily bombed, and the death toll ran high. The
Burmese felt the sting of war, a great loss of morale, and began
to harbor serious reservations about the British and Chinese who
were supposedly fighting for them. Two days later, on Christmas
Day, the Japanese returned in force to finish the job. There was
no advance warning, for the warning system had been severely
damaged by previous Japanese attacks. The total attacking force
included over a hundred fighters and bombers. The Tigers, as
soon as they heard of the incoming attack, sent twenty-six
planes up to stop the oncoming juggernaut.
Of the one-hundred Japanese planes that had been sent to
bomb Rangoon again, thirteen bombers and ten fighters were
destroyed. Only two Tigers were lost. As further demonstration of
the incredible sturdiness of the P-40, one of the Tigers’ pilots who
had jammed all of his guns rammed one of the Zeroes. He then
returned home — and landed safely — having lost only about four
feet of wing material. The Japanese decided to change tactics.
9
This small force that had destroyed so many Japanese planes

was to be decoyed. On their first attack of the New Year, fifteen
Flying Tigers and British Buffaloes did not return from their
attempt to fend off about sixty Japanese fighters and bombers.
The Japanese trap was the only time that the Japanese were able
to destroy a significant number of P-40’s. It was a continuing
testament to Chennault’s versatility as a trainer.
Although they were graceful and cool under fire in the air, the
members of the Flying Tigers lived an unenviable life on the
ground. Often, they were attacked by illness and ravaged by
hunger. Many members of the AVG swore that when their time
was up, they would leave the country and never return. It was
obvious to them that their air victories got only minor notice,
even though they had won almost every battle that they were
involved in. Parts and supplies received were often already
broken and defective. Engines would smoke in their first test run,
and machine guns would misfire and jam.
It was under these conditions that the men that made up the
Fighting Tigers went up in the air day after day after day, fighting
a battle that no one seemed to care about. History has proven
that in the military aspect, the trials and tribulations of these
fighting men really did not add up to much when compared with
the war as a whole. If you look at what they did and what they
went through, though, you cannot be anything but be amazed.
Between December 18, 1941 and July 4, 1942, the squadron
dubbed the Fighting Tigers accounted for over 286 confirmed
Japanese kills, although the true total may be much higher (many
shot down planes were lost in the ocean or in the vast jungles
that make up southern China). The total cost to the AVG was nine
pilots and less than fifty P-40s. Through their successes, the
United States saw that the experienced Japanese fighters could
be defeated and that their aura of invulnerability was but a
facade. Through them as men, we can see that anyone can make
a difference if only they try hard enough.
10
DOOLITTLE’S RAID ON TOKYO

After the seemingly devastating attack on Pearl Harbor, an
almost mystical sort of belief grew up around the apparent
invulnerability of the Japanese people and their fighting force.
Those in charge of the U.S. effort saw that a need had arisen
from the carnage of Pearl. This was the need for a symbolic
revenge, a reckoning, and a statement that said, “You can not do
this to us and get away with it.” Their answer to that need was
as trivial in reality as it was monstrously forceful in the minds of
both the Americans and Japanese — they decided to bomb the
Japanese home islands and Tokyo itself.
Can that be... nah.
As there were no land bases near the center of the Japanese

Empire from which to launch a strike force, a way had to be
found to enable a bomber to take off, bomb targets in Japan, and
then land without making this seem like a suicide mission. This
was the exact problem that Captain Francis S. Low, an
operations officer on the staff of Admiral Ernest J. King, Chief of
Naval Operations, had to answer.
His plausible answer: a long-range, medium bomber that could
take off from the deck of an aircraft carrier. King, when he heard
the Captain’s idea, immediately sent him to speak with another
man— Captain Donald W. Duncan— in complete secrecy. It was
January 11, 1942 when the two men finally talked it all over.
11
At the time, there was no medium bomber that could fit the
bill. All of the existing bombers needed a much longer runway
from which to take off, plus they did not have an arrestor hook
to help them land on the short deck of a carrier. Low and Duncan
came up with the idea that a bomber might be able to take off
from a deck, perform its mission, then land on another runway
somewhere inland. It might just work — if they could only find a
bomber small enough and yet powerful enough to do the job.
On January 17, both men went to see General Henry H.
Arnold, Commanding General of the Army Air Forces, about
their idea. The general was thrilled with the idea, and assigned
an AAF man to begin training pilots and modifying existing
bombers. That man was James H. Doolittle. Doolittle had already
broken several speed records and had won several awards for
aerobatics. He also had been the first man to land his plane using
only the instruments in his cockpit (a common, though still
dangerous, practice today). Doolittle drew on his considerable
expertise and decided that the best plane for this particular
mission was the Mitchell B-25 medium bomber. With some
slight modifications, he believed that this bomber could be
successfully launched from an aircraft carrier.
Ten targets had been selected for the B-25 attacks. The cities
included Tokyo, Yokohama, Kobe, and Nagoya. In order to prove
that bombers could be launched from an aircraft carrier, two B-25s
had been hoisted aboard the carrier Hornet and launched into the
air. Most of the aircrews had no idea how or why such a thing
would be necessary; such was the complete secrecy that
prevailed over the mission. Once it was proven that it could be
done, Duncan wired General Arnold to tell, “Johnny to get on his
horse”. This was the code giving Doolittle the go-ahead to
prepare his crew for the attack.
12
As soon as Doolittle had been assigned the mission, he had

immediately begun to select the crews that would go. Only
pilots with plenty of experience with the operations of a B-25
would be chosen for the mission, since only those with
experience would have any chance of completing it. Even with
all this expertise, the modified versions of the bomber proved to
be difficult to work with. First off, the tail and belly guns were
removed in order to provide space for the necessary extra fuel
tanks that would allow them to fly over Japan and then land
somewhere in China or Russia. Next, the heavy radio equipment
was removed; there would be complete radio silence once the
mission had begun. Finally, the new and totally secret Norden
bombsight was removed. If a bomber was shot down, the
technology would not be confiscated from the wreckage.
To recapitulate, the new B-25 had no communications gear,
only a twin .50 caliber machine gun turret on top and a single
.30 caliber gun in its nose, and a twenty-cent bombsight that
was put together with a few pieces of metal found lying around.
(As a side note, the sight proved quite effective in the raid over
Tokyo.) Add to that the fact that the plane was going to be
overloaded with both bombs and fuel and that the runway was
going to be less than one tenth the normal length, and you’ll
understand why the air crews had a lot of training to get in
before they left for the mission.
Even though the only thing anyone knew about the mission
was that it was very hazardous and therefore very important,
volunteers came in droves. At the last, twenty-four crews were
picked and then sent to Englin Field, Florida, to begin their
training. One of their first lessons would be how to take off in an
extremely short space. After many weeks of training, they all were
able to pull the B-25s into the air fast enough to scrape the back
of the tail wheel. They practiced bombing runs by flying the B-25s
as close as possible to surrounding houses and telephone lines.
13
During the time of training, Doolittle had one overriding

fear — that he would not be allowed to join in the actual mission.
Around mid-March, he went to speak with General Arnold to
see if he could see this thing through to the end. Using what he
later called his “sales pitch”, he got permission to fly the lead
bomber of the squadron. On March 23, twenty-two planes left
Englin Field for Sacramento, California, for some last minute
checks and then for their transfer onto the Hornet, the carrier
assigned to the task force.
Sixteen of the bombers were transferred with the others
staying stateside for training purposes. As soon as the carrier
force was under way, Doolittle was able to let all those on
board in on the secret. “This force is bound for Tokyo,” was all
he had to say. Instantly, a cheer rumbled throughout the carrier
and her task force. Vengeance was at hand.
While discussing targets, Doolittle decided against bombing
the Emperor’s “Temple of Heaven”. Only military targets such as
industrial centers, oil factories, and power stations were selected
for this attack. Everyone involved knew that the damage would,
at best, be light, but the strike to the morale of the Japanese
people could lead them to pressure for an early cease-fire. Each
plane was to carry a bomb load of four 500-pound bombs —
three being demolition and one for the incendiary work. It was
stressed again and again that the residential districts and the
Emperor’s palace were not to be touched.
The last problem that they needed to confront was where they
were going to land. The only two likely places were China and
Russia. Russia, however, was still at peace with the Japanese
forces and would not be pleased by this encouragement of a
retaliatory strike by the Japanese. China was also not very
cooperative. Due to personality conflicts, the leaders of the
Chinese government felt they had been intentionally left out of
the planning for this secret mission. They had.
14
The “First Special Aviation Project” was hidden from the

Chinese for a simple reason; anything that the Chinese knew
about, the Japanese found out about a short time later. China was
an intelligence sieve, and was also uncooperative because they,
too, feared reprisals. Though it is less widely known, the horrors
that the Japanese had already inflicted on the captive Chinese
people equalled in proportion to the European Holocaust. In all,
more than nine million people were killed, and whole towns
were being used as test targets for chemical weapons; the
Chinese did not want to know how much worse it could get. As
far as Doolittle knew, he was going to land in a country that did
not want him, but he had no other choice.
Early on the morning of April 19th, the carrier group sounded
General Quarters. Men scrambled to fighters, and those of the
First Special Aviation Project had begun to suit up for take-off
when the All Clear sounded — false alarm. Two hours later, a
scouting SBD sighted a Japanese patrol craft coming toward the
task force. The SBD quickly hid inside a cloud bank, but it was too
late. At 7:30 AM, the Japanese patrol boat Nitto Maru reported
in saying, “Three enemy aircraft carriers sighted out position 650
nautical miles east of Inubo Saki at 0630.”
Talk about a traffic jam...
At 8:00, three full hours ahead of schedule, the message for

the B-25s to launch was sent. One after another pulled off the
flight deck, with Doolittle out in front. Only the last plane had
any difficulty taking off, and it got airborne slightly less than an
hour behind the first B-25. The Nitto Maru, three other patrol
boats, and three American aircraft were sacrificed to keep the
take-off a secret.
15
Doolittle wrote about the attack in one of his later reports.

“Took off at 8:20 AM ship time. Take-off was easy. Night take-off
would have been possible and practicable.... Was somewhat
north of desired course but decided to take advantage of error
and approach from a northerly direction, thus avoiding
anticipated strong opposition to the west.... Encountered nine
fighters in three flights of three... was not spotted... dropped first
bomb 1:30... Anti-aircraft very active, but only one near hit.”
Further on, he wrote, “Passed on out to sea flying low. Was soon
joined by Hoover who followed us to the Chinese coast... Saw
three large naval vessels just before passing west end of
Japan... Decided to abandon ship (over China)... left airplane
about 9:30 AM after 13 hours in air.”
The mission had been completed, though all but one of the
plucky B-25s had been destroyed. Three of the aircraft had been
shot down while over Japan. Their crews were subsequently
tortured, and the pilots were put to death. Through propaganda,
Radio Tokyo called the attack a “Do Nothing Raid”; that
statement could not have been farther from the truth. The
Doolittle Raid proved to the Japanese people that they were no
longer fighting a war of offense only, that now they were fighting
against an enemy who could and would bomb their towns and
cities. Even despite all of the propaganda used by the Japanese
to call the raid a “coward’s act” and minimize the effects, the
attack had accomplished what its planners had hoped it would.
The effect on the people of Japan was so great that it influenced
Admiral Yamamoto — he decided to push for a similar all-out
attack on an island important to his enemy. That island was
Midway, where many believe Japan lost the war for the Pacific.
16
THE NEW COCKPITS

On the following pages are identification diagrams and
important information concerning the new enemy aircraft and all
of the new planes you might end up piloting. The American
Armed Forces’ official designation names have been included
for ease of reference.
As with the information provided on the original planes, our
experienced combat and test pilots have written down a few of
their thoughts on each plane. Where these were printable, they
are included at the end of the statistics list.
P-40 Cockpit.
17
18
FRANK - THE NAKAJIMA KI-84
Class: Fighter
Stations: Pilot
Weapons: [Fixed] 2 Wing mounted 20 mm Cannons
2 Fuselage mounted 12.7 mm Machine Guns
[Payload] 2 250 Kg Bombs
Ammunition: [Cannon] 150 rds/gun
[MG] 300 rds/gun
Firing Rate: [Cannon] 465-480 rds/min (approx. 21.5 seconds
of fire)
[MG] 950-1000 rds/min (approx. 18.5 seconds
of fire)
Span: 37’
Length: 32’3”
Wing Area: 21 sq. meters
Engine: Nakajima Ha (Radial)
Max Hpwr: 1825
Ceiling: 34,450 ft

Max. Spd: 341 kts
Pilot’s Notes: At the time when this fighter was built, Japan had created an
entire underground factory that had the capacity to make
over 200 Franks in a year. Learning from their mistakes too
late, the Japanese added extra pilot armor and self-sealing
tanks to this design as an added protection for their pilots.
Very maneuverable and very fast, this plane proved that
the Japanese, though fighting a losing war, were not
defeated yet.
19
20
GEORGE - THE KAWANISHI N1K1-J
Class: Fighter
Stations: Pilot
Weapons: [Fixed] 4 Wing mounted 20mm Cannons
[Payload] 2 60 Kg bombs
2 250 Kg bombs
Ammunition: 200 rds/gun

Firing Rate: 465-480 rds/min (approx. 26 seconds of fire)
Span: 39’4”
Length: 29’4”
Engine: Nakajima Homare 21 (Radial)
Max Hpwr: 1990
Ceiling: 35,300

Max. Spd: 315 kts
Pilot’s Notes: The war would have had a completely different ending if
this plane had shown up earlier than it did. In almost every
way, this plane was better than the Mitsubishi Zero. It had
self-sealing fuel tanks, as well as pilot armor for added
protection. The George was the Zero’s equivalent in
maneuverability and diving speed. The plane came too late
and and too few to prove any help in the war effort, but if
things had been a little different...
21
22
TONY - THE KAWASAKI KI-61
Class: Fighter
Stations: Pilot
Weapons: [Fixed] 2 Fuselage 12.7 mm Machine Guns
2 Wing mounted 20 mm Cannons
[Payload] 2 250 kg Bombs
Ammunition: [Cannon] 150 rds/gun
[MG] 300 rds/gun
Firing Rate: [Cannon] 465-485 rds/min (approx. 21.5 seconds
of fire)
[MG] 950-1000 rds/min (approx. 18.5 seconds
of fire)
Span: 39’4”
Length: 30’1”
Wing Area: 20 sq. meters
Engine: Kawasaki Type 2
Max Hpwr: 1450
Ceiling: 37,730

Max. Spd: 320 kts
Pilot’s Notes: The Kawasaki Type 2 engine, with its liquid cooling system,
became a serious handicap for this already problem-riddled
aircraft. The Tony’s two main advantages — its dive
acceleration and its ability to perform a tight turn — proved
useful mainly when it needed to retreat from American
aircraft. When coming up against a Tony, use high speed to
outrun it, then hit and run tactics.
23
24
LIGHTNING - THE LOCKHEED P-38F
Class: Fighter
Stations: Pilot
Weapons: [Fixed] 1 20 mm Cannon on nose
4 .50 caliber Machine Guns on fuselage
[Payload] 2 500 lb bombs
2 1000 lb bombs
Ammunition: [Cannon] 400 rds
[Machine Guns] 360 rds/gun
Firing Rate: [Cannon] 450 rds/min (approx. 53 seconds of fire)
[Machine Guns] 750 rds/min (approx. 29 seconds of fire)
Span: 52’
Length: 37’10”
Engine: Two Allison V-1710s
Max Hpwr: 1250
Ceiling: 35,000 ft

Max. Spd: 375 kts
Pilot’s Notes: The plane that was called the Fork-tailed Devil was released
in 1937. It shot down more Japanese planes than any other
fighter throughout the entirety of World War II. With its
combination of pilot armor, .50 caliber machine guns, and
20 mm cannons, it quite easily outmuscled any Japanese
fighter. It could also outmaneuver one without much
trouble. Originally designed as a bomber, this plane saw
action throughout the entire War (and has been a favorite at
air shows ever since).
25
26
MUSTANG - THE NORTH AMERICAN P-51B
Class: Fighter bomber

Stations: Pilot
Weapons: [Fixed] 4 Wing mounted .50 Caliber machine guns
2 1000 lb bombs

Firing Rate: 750 rds/min (approx. 32 seconds of fire)
Span: 37’1”
Length: 32’3”
Engine: Packard V-1650-7
Max Hpwr: 1400
Ceiling: 41,900

Max. Spd: 378 kts
Stall Spd: 74 kts (Flight Level)
Pilot’s Notes: This fighter is still breaking records for prop planes. It was
easily one of the best planes ever to enter the war. She’s got
a powerful engine for quick and steep climbs, plus she has
the firepower to take care of any situation. When used as a
bomber, she proved accurate and stable in the dive.
27
28
WARHAWK - THE CURTISS P-40F
Class: Fighter bomber

Stations: Pilot
Weapons: [Fixed] 6 Wing Mounted .50 caliber Machine Guns
2 500 lb bombs
Firing Rate: 750 rds/min (approx. 20 seconds of fire)
Span: 37’3”
Length: 31’8”
Engine: Allison V-1710
Max Hpwr: 1150
Ceiling: 33,000 ft

Max. Spd: 320 kts
Pilot’s Notes: This plane saw action in all arenas during World War II. It
could take severe punishment because of its thick pilot
armor and its self-sealing fuel tanks. Many pilots felt
overwhelmed by the amount of space in the roomy cockpit
(it’s a lot like the front seat of a car). However, the Warhawk
is easily outmaneuvered in a dogfight. It was not until the
Flying Tigers of China and Burma that this plane began to
see victories instead of defeat. How you fly will make all the
difference in this baby.
29
MODEM PLAY What could be better than destroying enemy aircraft in

a World War II flight simulation? How about fighting
side-by-side with one of your friends in a World War II
flight simulation? How about shooting each other down? One of
the new features added with the 1942 The Pacific Air War
Scenario is Modem Play for those of you who want to fight with
or against your friends in the skies over the Pacific Ocean.
Main Menu.
Using Modem Play, you can fight in any of the planes that you
can pilot in the game, including the six new planes provided
with the scenario. Modem-specific missions have been
developed, or you can design your own using the Mission
Builder. Just remember, if you want to play in a mission that you
create, it is necessary for that mission to have at least two planes
that players can pilot and no more than six planes all together.
30
PREPARING If you think no preparation is necessary, go

FOR ahead and skip over this section. Unless
MODEM you’re already pretty good with a modem,
PLAY you’ll be back.
In order for you to play 1942 The Pacific Air
War over a two-computer connection, it is necessary that the
computers be connected by modems or a direct connection (such
as a null modem cable). Prior to starting the game, both players
should agree which computer will be designated as the Connect
computer and which will Wait on Connection. The player at the
Connect computer will make all the selections as to what type of
game both players are going to play. Discussing these selections
ahead of time will help to prevent disagreements.
Play Menu.
Both players must be aware of which Comm Port their modem

(or direct connection) is attached to, and should know the baud
rate of both of the modems being used. The slower of these two
rates is the one that must be used. It’s also a good idea, if you’re
using modems over a telephone line, for the Connect player to
know the other player’s phone number. (This might seem
obvious, but you’d be surprised how often the most elementary
things get forgotten.)
31
THE MODEM Once you know everything you need to know and both of
SETTINGS you are ready to go, both players should left-click on the
SCREEN Modem Play button on the Main Menu. The Modem
Settings screen appears. At this point, each player must
specify whether his is the Connect or the Wait on Connection
computer; click on the appropriate button.
Searching for Modem.
Both players must also let the game know which Comm Port
the connection is attached to by clicking the corresponding button.
Use the same process to choose the Modem Rate at which
you are going to be communicating. This rate should be the
same for both machines — the speed of the slower modem.
When you’ve finished all of this, click on the Done button. If
you are communicating through a direct connection, that’s all you
need to do; you’ll see a “Modem Not Found” message, but you can
ignore it. If you are communicating via modems, there’s a little
more to it. The Dial Menu will appear on the Connect computer;
the other just has to wait.
32
THE DIAL MENU Now, the player at the Connect machine

has to initiate the communication–you
have to call up the other computer. The
Dial Menu includes a storage area where you can keep a list of
ten names and numbers. There are also boxes labeled Phone
and Name near the bottom of the screen.
To add a number to the list or edit an existing listing, left-click
on the listing you want to modify. The name and number will be
copied into the two boxes. Simply type in the new number in the
Phone box. If you want to, you can also enter a name or some
other reminder in the Name box.
When the number you want to call is correct and is displayed
in the Phone box, click on the Dial button to call that number. (If
for some strange reason you decide to do something else, click
on the Cancel button instead) If the connection is successful, the
Mission Settings screen will appear.
Dial Menu.
33
MISSION SETTINGS Once the connection is successful, the player on the

Connect computer must select which type of
mission both players will be involved in. Just in case
the two of you did not discuss this ahead of time, there are “chat”
communication boxes at the bottom of the screen. Click on the
Message Out area to be able to type a message to the other
player. To send this message, press e. Incoming messages
from that person will appear in the Message In area.
Mission Settings Screen.
Near the top of the screen is a list of the missions available for
the two of you to play. Select a mission by left-clicking on it. Next,
the Connect player decides which nation he (and the other player)
will fly for. If you are playing cooperatively, both of you will fly for
the same nation; otherwise, the Wait On Connection player will fly
for the side not selected.
Next, but not least, select the type of play. To play one against
the other, click on the Head-To-Head button; to fly as a team
against the computer AI, click on the Cooperative button.
The weather selection appears as soon as all of the other
decisions for the mission set-up are complete. This is exactly the
same as the weather selection for the normal game After the
Connect player sets the weather, the pre-flight check begins.
There is no difference in the way this part of the game operates.
34
GAME PLAY A few features of the game work differently

DIFFERENCES during Modem Play, and there are a couple
of new bits that are not available in the
regular game. These are detailed here.
One feature is the ability to send messages between the two
player pilots. To do this, press ' (the apostrophe) and begin
typing your message. A small window appears at the bottom of
the screen allowing you to see the message that you are typing.
Messages sent to you by the other player will also appear here.
Press e to send the completed message.
Chatting between players.
In the heat of battle, it can be rather hard to type a full

sentence without getting shot down. That’s why we’ve included
a group of pre-set messages, which you can send at the touch
of a function key. After you press ' to begin sending, each of
the keys 1 through 0 will send a different pre-set message
to the other player. (Note that there are different messages for
Head-To-Head an Cooperative play.) You can even use your
own pre-set messages by editing the file messages.txt in the
1942 directory (using any text editing software). Simply type
your messages in place of any of the existing ones; when you
use the F-key, you’ll get the new text.
35
During Modem play, either player can pause the game at any
time using aP. This pauses the game on both computers, and
play will only restart when the player who paused the game
releases the pause.
When either player uses 9 to modify the Graphic Detail
Levels, the game will pause for both players. The adjustments
to the graphics, however, affect only the computer on which
the modification were done. You can not affect the other
player’s graphics.
The Game Configuration Menu works in the same way.
Whenever either player presses 0 the game pauses for both.
For better or worse, you cannot use the Pilot Map during
Modem Play. This takes away the ability to find your opponent as
swiftly as you may like, but that’s the nature of war, right? Also,
the Time Compression feature is not available. In other words,
nothing happens if you press M, R, or T in a modem mission.
36
CREDITS
Game Design Art
Ed Fletcher Errol Roberts - Lead Artist & 2D Art
Mike Rea Max Remington - 3D Art
Chris Clark Susan Clausen - 3D Art
Todd Brizzi - 2D Art
Programming Andy Laken - 3D Art
Ed Fletcher Lt. Steve Johnson - 3D Models
Mike Springer Barbara Jeznach - 2D Art
John Cameron - 2D Art
Sound Walter Carter - 2D Art
Roland Rizzo Vince Thomas - 2D Art
Ken Legace
Jim McConkey Quality Assurance Manager
Mark Reis David Ginsburg
Manual Quality Assurance

Ted Paulsen - History & Writing Andy Mazurek - Lead
John Possidente - Editor Jeff Dinger
Finley Weatherford - Design & Layout Jim Smith
Joe Morel - Design & Layout Damon Harris
Andy Laken - Art Russel Clark
Todd Brizzi - Art Matt Showalter
John Cameron - Art Tammy Talbott
Packaging Special Thanks

John Emory Lt. Col George Wargo (USAF Ret.)
Col Martin Joe Johnasen (USAF Ret.)
Producer
Ed Fletcher Thanks you for your ideas and your
knowledge that helped in the creation
of the game.
37
1942 PAW key card 8/14/97 4:49 PM Page 1
KEY
REFERENCE
CARD
COPYRIGHT © 1994 MICROPROSE
THE PACIFIC AIR WAR
Flight Controls
Joystick Mouse Keyboard Pedals
Pitch Up Stick Back Mouse Back Z ——
Pitch Down Stick Forward Mouse Forward W ——
Roll Left Stick Left Mouse Left A ——
Roll Right Stick Right Mouse Right S ——
Rudder Left [JB2]+[Left] [RMB]+[Left] , Left
Center Rudder [JB2]+[Center] [RMB]+[Center] . Center
Rudder Right [JB2]+[Right] [RMB]+[Right] / Right
Fire Guns [JB1] [LMB] s ——
Ordnance Controls Aircraft Controls

Drop Primary Ordnance e Autopilot On/Off A
Drop Secondary Ordnance B Wheel Brakes On/Off B
Jettison External Tank B Dive Brakes On/Off D
Fire Rocket t Lower/Raise Landing Gear G
Lower/Raise Arrestor Hook H
Keyboard Throttle Control
Cockpit Red-light L
Max Throttle s=
Nose Trim N
Add 10% Throttle =
Cycle Guns S
Throttle Back 10% -
Retract Flaps 1/3 [
Min Throttle (Engine Off) s-
Extend Flaps 1/3 ]
Go to 10% Throttle 1
Bail Out aB
Clear Nose Trim aN
Go to 50% Throttle 5 Game Controls
Go to 60% Throttle 6 Quit Mission or Battle Q
Go to 70% Throttle 8 Decelerate Time R
Go to 80% Throttle 9 Accelerate Time T
Go to 90% Throttle 9 Configure Flight Controls 0
Go to 100% Throttle 0 Max Time Rate sT
Normal (1x) Time Rate sR
Pause Game aP
Quit to DOS aQ
Cycle Menu/Box Choices c + Arrows
1942 PAW key card 8/14/97 4:49 PM Page 2
Pilot View Controls Map Controls

Head Max Up Slide Map Down I
(Std Cockpit View) sI Slide Map Right J
Tilt Head Up I Slide Map Left K
Tilt Head Down K Slide Map Up M
Head Max Down Zoom Out X
(Lap View) sK Zoom In Z
Map M Leave Map [RMB] or q
Face Front 1 Pilot Map Commands
Face Left 2 Quick Cruise C
Face Right 3 Toggle Auto-scroll aS
Left Shoulder 4
Carrier Battle Map Commands
Right Shoulder 5
Pause Carrier Battle P
External Chase 6
Weather Visibility On/Off W
External Track 7
Save Game 0
Change Plane 8
Detail Levels 9 Flight Film Commands
Station (Rear Gunner) a1 Motion Controls
Virtual Cockpit (Fighters) a1 Enter Mission E
Bombsight a2 Next Frame N
External Free a7 Observe to Frame O
Pause P
External Camera Controls
Rapid Motion R
Chase Mode 6
Slow Motion S
Track Mode 7
Go to Frame aG
Free Camera a7
Rotate/Pan Button 1 Left/Right Editing Controls
or cAS Capture Camera Viewpoint C
Zoom/Move Button 2 Forward/Back Activate Editing Board M
or cZW Use Captured Viewpoint U
Write Toggle W
Clear Box Y
Move Box aM

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1942 PAW Tech Supp 8/15/97 10:07 AM Page 1

Quick Cruise FEATURES

Mission Builder Note

THE PACIFIC AIR WAR

GAME PLAYER’S GUIDE

1942 THE PACIFIC AIR WAR

All rights reserved.

Ira Wolfert, reporter

[LMB] Fire Forward Gun(s)

[RMB] Used as “Button 2”

[Mouse Right] Stick right,

[Mouse Left] Stick left, [Mouse Back] Stick back,

[Stick Fwd] Elevators down, [Stick Right] Bank right

[Stick Left] Bank left [Stick Back] Elevators up,

[JB1] Fire Forward Gun(s)

[Rudder Left] Yaw Left [Rudder Right] Yaw Right

• On the Main Menu, choose Fly Single Mission.

SELECT A BATTLE SCENARIO

Load Saved Game

Ammunition Loads the plane with either realistic or unlimited ammunition.

U.S.N. Task Force

FORCE INFORMATION BOXES

Base Information Box

Base Info Box

Task Group (TG) Number

Task Group Information Box

Task Group Info Box

BB = Battleship CA = Heavy Cruiser

The standard reconnaissance report on an enemy task group includes:

Search Orders Box

Air Search Wedge

COMBAT AIR PATROL

• the squadron name,

JUMPING INTO THE COCKPIT

Fighter Dive Bomber Torpedo Bomber

Several individual mission scenarios, all

COMBAT AIR PATROL (CAP)

At this point, you are presented with your pre- PRE-FLIGHT

This Japanese carrier unsuccessfully attempted to evade destruction.

1(2). Throttle up to at least 80% of engine capacity.

Getting there can take some time (we

1 Return to the standard cockpit view.

I Heads Up Look up from the instrument panel to the standard cockpit

THE COCKPIT MAP

Set Cruise Altitude Order the plane(s) to a move to a new altitude.

VIRTUAL COCKPIT MODE

Dorsal Battle Station

THE EXTERNAL CAMERA

Button 2 + [Fwd] Zoom In (Get Closer)

Button 2 + [Fwd] Move Forward (Zoom In or Track Forward)

GRAPHICS DETAIL LEVELS

Detail Levels Control Screen

Standard Dive Approach

Using The Bombsight

Standard Torpedo Run

Take the time to calculate how much you need

Ira Wolfert, 1942, Guadalcanal

DEBRIEFING Regardless of whether you

UNLOADING THE After the debriefing, you return