Chuck Guide Il-2 Cliffs of Dover

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WHERE TO FIND WHAT

AIRCRAFT PERFORMANCE SHEET
p3
SUPERMARINE SPITFIRE
HAWKER HURRICANE
BRISTOL BLENHEIM IV
DE HAVILLAND DH.82A TIGER MOTH II
p4
p 46
p 88
p 167
MESSERSCHMITT BF.109
JUNKERS JU-87 B-2 STUKA
JUNKERS JU-88 A-1
HEINKEL HE-111 H-2
p 203
p 252
p 315
p 375
p 462
FIAT G.50 SERIE II

FIAT BR.20M CIGOGNA
p 552
p 584
(Unit)
SPITFIRE
Mk Ia 100 oct
HURRICANE BLENHEIM
Mk IA Rotol 100oct
Mk IV
TIGER MOTH
DH.82
BF.109
E-4
BF.110
C-7
JU-87B-2
STUKA
JU-88
A-1
HE-111
H-2
G.50
SERIE II
BR.20M
60
90
40
85
-
38
95
30
95
-
40
90
40
80
-
38
95
35
95
-
50
90
140
240
50
90
140
240
PERFORMANCE SHEET
TEMPERATURES
Water Rad Min
Max
Oil Rad (OUTBOUND) Min
Max
Cylinder Head Temp Min
Max
Deg C
Deg C
60
115
40
95
-
60
115
40
95
-
Takeoff RPM
RPM
3000
3000
2600 FINE
2350
2400
2400
2300
2400
2400
2520
2200
Takeoff Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6
+6
+9 BCO ON
1.3
1.3
1.35
1.35
1.35
890
820 BCO ON
Climb RPM
RPM
2700
2700
2400 COARSE
See
RPM Gauge
2100
Climb Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6
+6
+5
2300
30 min MAX
1.23
2300
30 min MAX
1.2
2300
30 min MAX
1.15
2300
30 min MAX
1.15
2300
30 min MAX
1.15
2400
30 min MAX
700
2100
30 min MAX
740
Normal Operation/Cruise
RPM
Manifold Pressure
Combat RPM
RPM
2700
2600
2400 COARSE
2200
2200
2200
2100
2200
2100
2100
+3
+4
+3.5
1.15
1.15
1.1
1.1
1.10
590
670
2800
2800
2400 COARSE
Combat Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6
+6
+5
Emergency Power/ Boost

RPM @ km
RPM
2850
5 min MAX
2850
5 min MAX
2600 COARSE
5 min MAX
Emergency Power / Boost Manifold

Pressure @ Sea Level
UK: PSI
GER: ATA
ITA: mm HG
+12 BCO ON
+12 BCO ON
Supercharger Stage 1
Operation Altitude
Operation Altitude
Landing Approach RPM
UK: ft
GER: M
UK: ft
GER: M
ITA: M
Landing Approach Manifold

Pressure
Notes
UK: PSI
GER: ATA
ITA: mm HG
Deg C
40
85
100
235
40
100
40
105
-
ENGINE SETTINGS
BLABLALBLAB
UK: PSI
GER: ATA
ITA: mm HG
RPM
RPM
See
RPM Gauge
2000
See
RPM Gauge
2100
2400
2400
2300
2300
2300
2400
2100
See
RPM Gauge
2350
1.3
5 min MAX
2500
1 min MAX
1.3
5 min MAX
2400
5 min MAX
1.15
1.15
1.15
700
740
2300
1 min MAX
2400
1 min MAX
2400
1 min MAX
2520
3 min MAX
2200
5 min MAX
+9 BCO ON
See
RPM Gauge
1.40
1 min MAX
1.3
5 min MAX
1.35
1 min max
1.35
1 min max
1.35
1 min max
890
3 min max
820 BCO ON
5 min MAX
0
1220
1220+
0
1220
1220+
0
1500
1500+
(AUTO/MAN MODES)
3000
3000
2400
As required
2300
2300
2000
2100
2300
2400
2200
As required
As required
As required
See
RPM Gauge
As required
As required
As required
As required
As required
As required
As required
Boost Cut-Out
Override (BCO)
during takeoff
often required
Min Oil Press:

35 psi
Max Oil Press:
45 psi
Use Rich mixture for normal

operation. Use Lean mixture for fuel
conservation for RPM under 2600 &
boost @ +1 or lower.
No Abrupt
Throttling
Eng. very
sensitive to
ata/rpm
Boost Cut-Out
Override (BCO)
during takeoff
often required
Eng. very
sensitive to
ata/rpm
AIRSPEEDS
Takeoff Rotation
Max Dive Speed
Optimal Climb Speed
Landing Approach
Landing Touchdown
UK:
mph
GER/ITA:
km/h
120
120
110
55
180
190
170
185
150
170
175
420
390
260
160
750
620
720
675
600
410
600
165
175
135
66
240
270
215
250
240
240
160
160
140
55
200
220
170
200
200
175
90
90
85
50
160
180
150
180
140
160
210
175
160
SUPERMARINE SPITFIRE
TABLE OF CONTENT - SPITFIRE

PART 1: AIRCRAFT HISTORY
PART 2: AIRCRAFT VARIANTS
PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION
PART 4: THE CONTROLS
PART 5: WEAPONS AND ARMAMENT
PART 6: TAKEOFF
PART 7: LANDING
PART 8: ENGINE MANAGEMENT
PART 9: AIRCRAFT PERFORMANCE
PART 10: P-8 COMPASS TUTORIAL
5
The Supermarine Spitfire was designed as a short-range, high-performance interceptor

aircraft by Reginald J. Mitchell, chief designer at Supermarine Aviation Works (which
operated as a subsidiary of Vickers-Armstrong from 1928).
In accordance with its role as an interceptor,

Mitchell
designed
the
Spitfire's
distinctive elliptical wing to have the thinnest
possible cross-section; this thin wing enabled
the Spitfire to have a higher top speed than
several contemporary fighters, including
the Hawker Hurricane. Mitchell continued to
refine the design until his death from cancer in
1937, whereupon his colleague Joseph
Smith took over as chief designer, overseeing
the development of the Spitfire through its
multitude of variants. During the Battle of
Britain (JulyOctober 1940), the Spitfire was
perceived by the public to be the RAF fighter,
though
the
more
numerous
Hawker
Hurricane shouldered a greater proportion of
the burden against the Luftwaffe. However,
because of its higher performance, Spitfire units
had a lower attrition rate and a higher victoryto-loss ratio than those flying Hurricanes.
In 1934, Mitchell and the design

staff decided to use a semi-elliptical
wing shape to solve two conflicting
requirements; the wing needed to
be thin, to avoid creating too
much drag, while still able to house
a retractable undercarriage, plus
armament and ammunition. An
elliptical planform is the most
efficient aerodynamic shape for an
untwisted wing, leading to the
lowest amount of induced drag. The
ellipse was skewed so that the
centre of pressure, which occurs at
the quarter-chord position, aligned
with the main spar, thus preventing
the wings from twisting. Mitchell has
sometimes been accused of
copying the wing shape of
the Heinkel He 70, which first flew in
1932; but as Beverly Shenstone,
the aerodynamicist on Mitchell's
team, explained "Our wing was
much thinner and had quite a
different section to that of the
Heinkel. In any case it would have
been simply asking for trouble to
have copied a wing shape from an
aircraft designed for an entirely
different purpose."
Pilots came from the four corners of the world to fly the Spitfire
and fight the Luftwaffe. Famous aces include James Johnnie
Johnson, Douglas Bader, Robert Stanford Tuck, Paddy Finucane,
George Beurling, Adolph Sailor Malan, Alan Deere, Colin
Falkland Cray and Pierre Clostermann.
After the Battle of Britain, the Spitfire superseded the Hurricane to become
the backbone of RAF Fighter Command, and saw action in
the European, Mediterranean, Pacific and the South-East Asian theatres.
Much loved by its pilots, the Spitfire served in several roles, including
interceptor, photo-reconnaissance, fighter-bomber and trainer, and it
continued to serve in these roles until the 1950s.
(Unit)
SPITFIRE
MK I
SPITFIRE
MK I 100 OCT
SPITFIRE
MK IA
SPITFIRE
MK IA 100 OCT
SPITFIRE
MK IIA
60
115
40
95
60
115
40
95
60
115
40
95
60
115
40
95
60
130
40
100
Merlin II - 87 octane fuel
Merlin II 100 octane fuel
Merlin III 87 octane fuel
Merlin XII 100 octane fuel
3000 FINE
3000 FINE
3000
3000
3000
+6
+6
+6
+6
+9
COARSE
COARSE
2650
2700
2850
+6
+6
+6
+6
+9
COARSE
COARSE
2600
2700
2650
+3
+3
+3
+3
+6
COARSE
COARSE
2800
2800
2850
+6
+6
+6
+6
+9
2850 COARSE
5 min MAX
2850 COARSE
5 min MAX
2850
5 min MAX
2850
5 min MAX
3000
5 min MAX
+6
+12 BCO-ON
+6
+12 BCO-ON
+12 BCO-ON
3000 FINE
3000 FINE
3000
3000
3000
As required
As required
As required
As required
As required
272
298
282
312
300
TEMPERATURES
Water Rad Min
Max
Max
Deg C
Deg C
ENGINE SETTINGS & PROPERTIES

Engine & Fuel grade
Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG

RPM @ km
RPM
Emergency Power / Boost

Manifold Pressure @ Sea
Level
UK: PSI
GER: ATA
ITA: mm HG

Pressure
Top Speed @ Sea Level
UK: PSI
GER: ATA
ITA: mm HG
Notes & Peculiarities
UK: PSI
GER: ATA
ITA: mm HG
RPM
RPM
UK: MPH
GER-ITA: km/h
Fit with a De-Havilland Two Speed Propellor,

maximum RPMs are not restricted by the
propellor governor. The two settings available
are either 'Fine Pitch' or 'Coarse Pitch'.
Fit with a Rotol Constant Speed Propellor, maximum

RPMs at 3000. The difference between Two Speed and
Constant Speed Props will be explained on the next
page.
The Spitfire IIa has better

performance (and top
speed) than
10the IA btwn
10,000ft and 25,000ft.
The propeller installed on your aircraft means that a specific prop mechanism is
used. The De Havilland DH5-20 two-pitch props were used on early Spitfire and
Hurricane variants, mainly during the Battle of France. However, pilots realized that
two-pitch props could be manually fine-tuned between FINE and COARSE to gain
slightly better engine performance at desired engine RPMs. The Constant-Speed
Rotol propeller was the logical next step in this idea. With CSU governors, the
propeller pitch was automatically adjusted in order to gain a desired engine RPM.
This reduced the workload of experienced pilots and allowed overall slightly better
engine and aircraft performance.
Constant Speed Prop Mechanism
11
A constant-speed unit (CSU) or propeller governor is the device fitted to one of these propellers to
automatically change its pitch so as to attempt to keep engine speed constant. Most engines produce their
maximum power in a narrow speed band. The CSU can be said to be to an aircraft what the CVT is to the
motor car: the engine can be kept running at its optimum speed no matter what speed the aircraft is flying
through the air. The advent of the CSU had another benefit: it allowed the designers of aircraft engines to
keep ignition systems simple - the automatic spark advance seen in motor vehicle engines is simplified in
aircraft engines.
A controllable-pitch propeller (CPP) or variable-pitch propeller is a type of propeller with blades that can
be rotated around their long axis to change their pitch. If the pitch can be set to negative values,
the reversible propeller can also create reverse thrust for braking or going backwards without the need of
changing the direction of shaft revolutions. Such propellers are used in propeller-driven aircraft to adapt the
propeller to different thrust levels and air speeds so that the propeller blades don't stall, hence degrading the
propulsion system's efficiency. Especially for cruising, the engine can operate in its most economical range
of rotational speeds. With the exception of going into reverse for braking after touch-down, the pitch is
usually controlled automatically without the pilot's intervention. A propeller with a controller that adjusts the
blades' pitch so that the rotational speed always stays the same is called a constant speed propeller (see
paragraph above). A propeller with controllable pitch can have a nearly constant efficiency over a range of
airspeeds.
Team Fusion NOTE: The Spitfire Mk I 2-pitch system could in fact be used with limitations as a Variable Pitch system.
Though not exactly designed with this in mind it was found by pilots that careful use of the Prop pitch control allowed them to
set any desired RPM rather than just Coarse or Fine pitch setting. This did not provide the complete flexibility of a dedicated
VP system but did allow intermediate RPM control. This was good for certain flight phases like climb and Cruise. Due to
limitations in the Pitch plunger design it does not really lend itself to combat flying. In this patch we have enabled the pilot to
select a desired RPM. Blade angle change rates are still the same as was used in the original 2 Pitch system. We have not
changed the 3d modelling of the Pitch lever, this will be done at a later stage. In the real aircraft the Pitch Change control
12
was of a plunger or Push Pull type control.
PART 3: AIRCRAFT & COCKPIT

FAMILIARIZATION
Spitfire Ia 100 oct
ELEVATOR TRIM WHEEL

FWD: NOSE DOWN
AFT: NOSE UP
RUDDER TRIM WHEEL
FWD: TRIM RIGHT
AFT: TRIM LEFT
CROWBAR
WATER RADIATOR LEVER

OPEN: DOWN
CLOSE: UP
13

FAMILIARIZATION
Spitfire Ia 100 oct
NAVIGATION LIGHTS
(NOT FUNCTIONAL)
MIXTURE CONTROL
AFT: RICH (DEFAULT)
FWD: LEAN
MAGNETO 1 + 2
GUNSIGHT
DIMMER
FLAPS CONTROL
UP: UP
DOWN: DOWN
GUNSIGHT RANGE SETTER

(100 YARDS)
GUNSIGHT RANGE SETTER
(FT)
P-8 MAGNETIC COMPASS &

COURSE SETTER
GUNSIGHT ILLUMINATION
TOGGLE
THROTTLE
BOOST CUT-OUT
OVERRIDE
PROP PITCH / RPM CONTROLLER

AFT: COARSE / LOWER RPM
FWD: FINE / HIGHER RPM
FUEL COCK
UP: ON
DOWN: OFF
14

FAMILIARIZATION
Spitfire Ia 100 oct

AIRSPEED INDICATOR
(x10 MPH)
OXYGEN REGULATOR SWITCH

(NOT FUNCTIONAL)
OXYGEN SUPPLY
(NOT FUNCTIONAL)
OXYGEN DELIVERY
(NOT FUNCTIONAL)
LANDING GEAR
INDICATOR
ALTIMETER
SHORT NEEDLE: 10,000 FT
LONG NEEDLE: 1000 FT
BOTTOM KNOB: SETS QFE
VOLTMETER
ARTIFICIAL
HORIZON
CLIMB RATE
INDICATOR
(1000 FT/MIN)
CLOCK
TURN & BANK

SIDE SLIP
INDICATOR
DIRECTIONAL
GYRO
PNEUMATIC PRESSURE
(PSI)
ELEVATOR TRIM
INDICATOR
(DEGREES)
DIRECTIONAL
GYRO SETTER
COCKPIT FLOOD
LIGHT CONTROLS
15

FAMILIARIZATION
Spitfire Ia 100 oct

TACHOMETER
(X 100 RPM)
MANIFOLD / BOOST PRESSURE
(PSI, OFTEN REFERRED TO AS POUNDS OF BOOST)
Spitfire Mk IIa has got the correct instrument (37 gallon) showing the bottom tank only
(correctly), but in normal conditions, the gauge should read zero. Reading has been
obtained by pressing the button as shown. (Only then, with the button pressed, the
needle would move and show the amount of fuel left in the respective tank. It would
obviously move back to zero when pilot released the button).
FUEL PRESSURE
(PSI)
OIL PRESSURE
UPPER FUEL TANK GAUGE (48 gal)
NOTE: GAUGE WILL ALWAYS SHOW 0 IN (PSI)
CURRENT VERSION AS IT IS NOT YET
FUNCTIONAL
BOTH FUEL GAUGES ARE INCORRECT IN BOTH

FUNCTION AND APPEARANCE.
THE SPITFIRE MK I AND IA DID IN FACT HAVE 2 FUEL
GAUGES IN THIS STARBOARD SIDE OF THE COCKPIT ONE CALIBRATED TO 37 GALLONS FOR THE BOTTOM
TANK (RIGHT HAND SIDE), NEXT TO IT ON THE LEFT
WAS AN IDENTICAL INSTRUMENT CALIBRATED TO 48
GALLONS INSTEAD. BOTH OPERATED VIA BUTTON AS
DESCRIBED ABOVE.
LOWER FUEL TANK GAUGE (37 gal)

NOTE: DIAL DESCENDS ONLY WHEN
THE UPPER TANK IS EMPTY (LOGICALLY,
FUEL WILL BE TAKEN FROM THE UPPER
FUEL TANK FIRST BECAUSE OF GRAVITY)
AND THE FUEL LEVEL IN THE LOWER
TANK IS FALLING.
OIL RADIATOR TEMPERATURE

(DEG C)
WATER/GLYCOL RADIATOR
TEMPERATURE (DEG C)
16

FAMILIARIZATION
Spitfire Ia 100 oct
LANDING GEAR
LEVER
EMERGENCY
LANDING GEAR
LEVER
17

FAMILIARIZATION
CHECK THE ENGINE MANAGEMENT SECTION FOR RECOMMENDED RADIATOR SETTINGS.
GLYCOL/WATER
RADIATOR
WATER RAD CLOSED

GOOD = LESS DRAG, MORE SPEED
BAD = LESS AIRFLOW TO COOL THE
ENGINE, HIGH RISK OF ENGINE OVERHEAT
OIL RADIATOR
SYSTEM
WATER RAD OPEN

GOOD = MORE AIRFLOW TO COOL
THE ENGINE
BAD = MORE DRAG, LESS SPEED
18

FAMILIARIZATION
CRITICAL COMPONENTS
FUEL TANKS
.303 IN (8 TOTAL)
BROWNING MACHINE GUNS
WING SPARS
CONTROL
CABLES
OIL
RADIATOR
WATER
RADIATOR
AMMUNITION
BOXES
19

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
20
SUPERMARINE SPITFIRE (ALL MARKS)
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
toggle primary cockpit illumination
CLICKABLE IN COCKPIT
toggle secondary cockpit illumination
increase sight distance (gunsight range)
decrease sight distance (gunsight range)
adjust gunsight left (gunsight wingspan)
adjust gunsight right (gunsight wingspan)
toggle gunsight illumination
course setter - increase
course setter - decrease
directional gyro - increase
directional gyro - decrease
toggle selected engine (ignition)
I by default
ESSENTIAL
directional controls (ailerons, elevators, and rudder)
Joystick & Rudder Pedal

axes
ESSENTIAL
Trim controls (elevator and rudder)
Joystick hat switch
ESSENTIAL
Field of View + (allows you to zoom out)
ESSENTIAL
Field of View (allows you to zoom in)
ESSENTIAL
21

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
NOT ESSENTIAL
fire guns
Joystick Gun Trigger
ESSENTIAL
throttle
Throttle axis
ESSENTIAL
boost cut-off (boost cut-out override)
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
increase mixture
ESSENTIAL
decrease mixture
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL
increase propeller pitch
Usually set to Axis for

second throttle. Set to
keyboard otherwise.
ESSENTIAL
decrease propeller pitch
ESSENTIAL
Toggle undercarriage (landing gear)
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
engage emergency undercarriage system
Toggle Independent Mode (allows you to use/hide

mouse cursor)
F10
ESSENTIAL
22
PART 4: CONTROLS
Unlike the Bf.109, the Spitfire uses differential braking instead of toe brakes.
In order to brake, you need to hold your Full Wheel Brakes key (which is physically mapped as a
lever on your control column) while you give rudder input to steer your aircraft. Make sure you
have adequate mixture, RPM and Manifold Pressure settings or your turn radius will suffer. Keep
in mind that that for British and Italian aircraft, you use this braking system (Full Wheel Brakes
key), while for the German aircraft you use toe brakes (Full Left/Right Wheel Brakes keys or
Left/Right Wheel Brakes axes in your controls).
ONLY THE LEFT / PORT
WHEEL IS BRAKING
LEFT RUDDER PUSHED

(WILL TURN LEFT)
23
PART 5: WEAPONS AND

ARMAMENT
Recommended Machine-Gun Belt Loadout Browning Mk II (.303 in)

1. Incendiary, Nitrocellulose, Mark Viz, De Wilde
2. Armour Piercing, W. Nitrocellulose, Mark Iz
3. Incendiary/Tracer (White), B. Nitrocellulose, Mark Iz (recommended for outer guns only)
The Spitfire is armed with 8 .303 Browning machine-guns. Hispano Cannons only came with B wing marks (while the only
marks available in the game so far have the A wing) the This caliber is very unlikely to create structural damage, so you are
better off to aim for critical 109 components like the engine and water radiators under the wings. Recommended loadout is
a belt of mixed armour piercing and De Wilde incendiary. Incendiary/Tracer rounds can be used for outer guns to help you
adjust your aim. I recommend a horizontal convergence of 175 meters and a vertical convergence of 175 meters.
24
PART 5: WEAPONS AND

ARMAMENT
Interestingly enough, Spitfire marks (for example the Mk Ia) included a letter, which described the wing type installed. The early A type was
for 8 browning machine guns. The B type (not in-game yet) was an A type wing modified to have 1 Hispano-Suiza cannon and 2 Browning
machine-guns per wing. The C type (not in-game yet) only came in 1942 and was the Universal Wing, which allowed either 8 Brownings (A),
4 Brownings and 2 Hispano-Suiza cannons (B) or 4 Hispanos. This particular C design allowed great flexibility in terms of armament.
Your gun convergence is set in the loadout

menu, but you still need to adjust your
gunsight reticle to reflect what youve just
asked the ground crew to do. Keep in
mind that your gun convergence is
entered in meters (usually 150-200 m) in
the previous loadout menu. Your gunsight,
however, has these values set in YARDS (as
shown on the clickable reticle sight
distance control).
Remember: 1 m = 1.1 yd and 1 yd = 0.91 m
GUNSIGHT
If done properly, bullets

should meet at this point
For example, for a gun convergence set at

175 m, your gunsight should have it set for
approx. 190 yd.
Remember: unit in yards
Click on this to set gunsight distance

25
PART 5: WEAPONS AND

ARMAMENT
Next is your wingspan adjustment on your

gunsight. The wingspan of an aircraft is the
distance between the tip of each wing (as
shown). The wingspan of the aircraft youre
hunting for should be included between the
inner edges of your crosshair. If the aircraft
wingspan in your gunsight appears smaller
than the distance youve set, this means the
aircraft is too far; you need to get closer. The
wingspan sight is a good indication of how
far you are to your target and allows you to
judge its range. The closer you are, the
better. Pilots usually fired from 200-400
yards, but more aggressive pilots (such as
the polish fighter pilots) fired from 150-200
yards. The wingspan you set is not limited to
the wingspan of a Bf.109: its a matter of the
size of your target.
Bf.109 fighter wingspan: approx. 32 ft (9.91

m)
Ju-88 bomber wingspan: approx. 60 ft (18 m)
Wingspan
GUNSIGHT
Bf.109 wing should fit in

there (as desired)
Wingspan unit is in feet (ft)
Click on this to set

target wingspan
26
27
PART 5: WEAPONS AND

ARMAMENT
28
PART 5: WEAPONS AND

ARMAMENT
29
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified in the sim.
1. Open fuel cock (ON)
2. Ensure that mixture is set to fully rich (by default it is).
3. Set your prop pitch to full fine (100 %).
4. Crack throttle half an inch forward.
5. Water radiator shutter fully open.
6. Turn both magnetos ON
7. Make sure your propeller is clear (Clear prop!)
8. Engine ignition! (press I by default)
9. Wait for oil temperature to reach at least 40 deg C and water rad temperature to reach at least 60 deg C.
10. Taxi to the runway. You can taxi with low oil/water temps without any problem as long as you keep your
throttle under 20 %. If you throttle up while your oil is not yet warm, you will hear your engine shake and
cough.
11. Make sure you are facing yellow panels on the runway. This means you are facing the right direction for
takeoff.
12. Flaps up.
13. Perform last takeoff checks: Canopy Closed, Flaps up, Rad fully open, Full Fine prop pitch, good oil &
water rad temperatures.
14. Gradually throttle up. Compensate for engine torque and wind using right aileron and rudder pedals to
keep the aircraft straight. Slightly push the control column forward to lift the tail.
15. Rotation is at 110-120 mph.
16. Raise landing gear and set RPM to 2800 max for climb.
30
PART 7: LANDING
1. Start your approach at 160 mph @ approx.

1500 ft.
2. Rads fully open (100 %) and RPM set to 3000
(max).
3. Deploy flaps (down) and landing gear.
4. Cut throttle and try to keep your nose
pointed to the end of the runway.
5. Touchdown at 90 mph in a 3-point landing.
6. Stick fully back.
7. Tap your brakes until you come to a full stop.
Be careful not to overheat your brakes or
force your aircraft to nose over into a prop
strike.
31
PART 8: ENGINE
MANAGEMENT
MERLIN II
MERLIN III
Like the Merlin II, the Merlin III was originally built to run on 87 octane Fuel. It had a number
of improvements to engine reliability over the Merlin II, and therefore was more capable of
sustaining the high power generated at +12 boost, but still needs to be treated with care. Like
the Merlin II, Pilots should be cautious of using +12 boost and 3000 rpm with the Merlin III
except in all out high speed level flight. Use of these ratings in low speed maneuver or steep
low speed climbs will cause rapid overheating.
Both the Spitfire I and Hurricane

I DH5-20 are equipped with the
Rolls-Royce Merlin II engine,
which is an earlier version of the
Merlin III. This engine is slightly
less refined than the Merlin III
and is more prone to overheat
and damage when stressed.
Pilots need to be aware of their
limits. The Merlin II was
originally built to run at a
maximum of +6 boost Manifold
pressure on 87 octane gasoline,
but advances in Gasoline refining
technology produced 100 octane
gasoline in time for the Battle of
Britain. With 100 octane fuel,
the Merlin II was capable of +12
boost pressure and greatly
improved horsepower. However,
as mentioned, this is an older
generation engine, and needs to
be treated with care when using
high boost and rpm.
32
PART 8: ENGINE
MANAGEMENT
The supercharger on the Merlin

II and III were not capable of
achieving full +12 boost to their
original 16,250 ft Full Throttle
Height. While nominally the
Merlin II and III on 100 octane
have ratings of 1310 hp, that is
only achieved to a Full Throttle
Height of 10,500 ft. By 16,250 ft,
both engines are rated at 1030
hp, and from that altitude up,
their performance is no better
than an 87 octane fueled Merlin
III.
MERLIN XII
The Merlin XII was a newer generation of engine, and had a number of important improvements.
First, it was designed to run on both 87 and 100 octane fuel, and was a stronger and more durable engine. Second, while has a lower
maximum horsepower rating of 1175, it was capable of sustaining 1090 hp up to its Full Throttle Height of 17,550ft. Third, and very
importantly, the Merlin XII had a newer design Radiator and cooling system, which was fully pressurized, an advantage over the partially
pressurized Merlin III or the unpressurized Daimler Benz engines. The Merlin XII used a more efficient mixed glycol/water coolant system,
compared to the full glycol systems of the earlier Merlin and the Daimler Benz. As a result, the Merlin XII is capable of maintaining
+9 boost
33
and 2850 rpm for 30 minutes. The limit for the Merlin II and III using 100 octane is 2700rpm and +6 boost for 30 minutes.
34
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
During a mission, the flight lead usually calls out

his engine settings once in a while for the pilots to
know what settings they should use.
You can read your engine settings from the gauges
in the cockpit or from an info window.
The RPM indicator (1) shows 2700 RPM. The boost (2)
reads +6 lbs/in2 (psi). The radiators can be approximated
from the lever position or read from the info window in
%
(100 % = fully open).
The resulting RPM is affected by both boost pressure
and prop pitch (5).
Water Radiator settings:
70 % during normal operation

70+ % during combat
40-50 % over 20,000 ft during cruise
100 % during takeoff & landing
(Unit)
SPITFIRE
MK I
SPITFIRE
MK I 100 OCT
SPITFIRE
MK IA
SPITFIRE
MK IA 100 OCT
SPITFIRE
MK IIA
60
115
40
95
60
115
40
95
60
130
40
100
TEMPERATURES
Water Rad Min
Max
Max
Deg C
Deg C
60
115
40
95
60
115
40
95
35
PART 8: ENGINE
MANAGEMENT
Boost cut-out override (BCO)

The Boost control override did not originate as an
emergency power setting, but was adapted to be so by the
British. In original form, it was just a way of disabling the
boost controller in case of malfunction, thus making the
system directly link the pilot handle to the throttle valve
and giving him the ability to set any boost the supercharger
was capable of (but without control, boost would change
with altitude).
BOOST CUT-OUT
OVERRIDE
CloD shows the Spitfire red tab rotating a little cam

allowing the throttle handle to go further, which is not the
actual case and confuses the red tab with the throttle gate
which appears as an additional overboost system on the
(reality) Spit II. In fact the red tab in Spit I/II pulled a cable
which opened a channel around the valve, which applied
suction to the valve piston and forced it to the right in
Figure 1 and stay there, thus disabling the controller. The
Hurricane is correct in that the red tab is replaced by a
knob that pulls the cable (the "tit").
Although it is hard to find references on this, it is easy to
see how the BCO could become an unofficial emergency
power switch. A pilot could pull it and try for a bit more
boost than the rated 6.25 psi, and hopefully get a bit more
power without damaging the engine.
36
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
120
420
165
160
90
In comparison to the Bf.109, the Spitfire has a

better turn rate. However, the Bf.109 has a
superior climb rate and dive speed. The preferred
way of fighting the 109 is when you have an
altitude advantage.
The Spitfire has better performance at higher
altitudes (over 20,000 ft) than the 109. Use this to
your advantage.
For more information on either aircraft or engine
performance, consult the 2nd Guards Composite
Aviation Regiment Operations Checklist. It is a
fantastic resource (link below).
https://dl.dropboxusercontent.com/u/20586543/CLIFFS%20OF%
20DOVER%20Operations%20Checklist.pdf
37
38
PART 9: AIRCRAFT
PERFORMANCE
39
PART 9: AIRCRAFT
PERFORMANCE
40
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
If you see a 109 on your tail, do not think:

ACT. If you think, youre dead. This is why
you need to know instinctively what to do if
you have been unlucky enough to be put in
that situation.
Evasive manoeuvers when you have a 109
on your tail are only limited by your
imagination. As long as it is unexpected,
anything can work.
Typically, pilots do a half-roll to the right or
left and dive down by doing a Split-S.
The reason for using the Split-S is that it is a
positive-G
manoeuver.
Negative-G
manoeuvers are usually avoided by Spitfire
pilots (or any pilots flying an aircraft with an
early Merlin engine) because the engine
tends to cut-out.
This peculiarity of the Merlin is attributed to
the carburetor being starved of fuel during
negative Gs (when you push the nose down).
You can figure out why by shaking up and
down a bottle of water that is half-full. This
issue was eventually temporarily addressed
in later Merlin variants with Miss Shillings
Orifice, and later on fixed altogether with
fully pressurized carburetors in 1943 .
Bf.109s did not have this issue since they
used direct fuel injection in the DaimlerBenz engines. Therefore power dives were
frequently used to escape from Spitfires.
41
PART 10: COMPASS TUTORIAL
P-8 COMPASS TUTORIAL

Using the magnetic compass and the gyro is quite useful to know where
you are going.
The gyro indicator itself does not indicate your heading. You need to set it
manually in order to translate what the magnetic compass is telling you.
You must set up your magnetic compass first by adjusting the course
setter instrument on top of it, and once you can read your heading from
your compass, THEN you set your gyro to reflect the compass reading.
Sounds complicated? Its not. We will see why in the next slide.
Typically, you set your compass and gyro on the ground. It is not the kind of
stuff you want to do when you are flying 20,000 ft over France.
High-G manoeuvers can decalibrate your gyro and give you a wrong
reading. Be aware that once you start a dogfight, your gyro can give you
readings that dont make sense. Its normal: it is one of the real-life
drawbacks of this navigation system. The same issue is also recurrent in
todays civilian acrobatic prop planes.
42
HOW TO SET UP YOUR GYRO & COMPASS
1.
The white T on your P-8 magnetic compass indicates magnetic North. You always use that
as a reference. It is hard to see because of the control column hiding part of it.
2.
Align the red N on the white T by clicking on the course setter until both yellow-ish bars
are parallel with it the white T. You will obtain a resulting course from the course setter
(which is the blue text that pops up on your screen). Keep that number in mind. In our
case, the number is a heading of 71. However, in order to take into account the effects of
magnetic declination, you need to add 10 degrees to get the geographic north. For now,
consider that your current heading is 81 degrees.
3.
Set your directional gyro compass by clicking on the rotary knob to reflect the corrected
heading obtained on your magnetic compass. In our case, set the gyro to 081. You will see
the blue numbers pop again. You can use them as a way to fine tune your gyro.
4.
And thats it! You will now be able to use your gyro compass to orient yourself. If your
gyro accumulates error after high-G manoeuvers, you can try to re-set it using steps 1 to 3.
Gyro heading
(081)
Parallel lines
(must be
aligned with T)
White T facing
the Red N
Magnetic
Compass
Heading
(071)
43
About Magnetic Declination

The direction in which a compass needle points is
known as magnetic north. In general, this is not
exactly the direction of the North Magnetic Pole
(or of any other consistent location). Instead, the
compass aligns itself to the local geomagnetic
field, which varies in a complex manner over the
Earth's surface, as well as over time. The local
angular difference between magnetic north
and true north is called the magnetic declination.
Most map coordinate systems are based on true
north, and magnetic declination is often shown
on map legends so that the direction of true
north can be determined from north as indicated
by a compass.
This is the reason why in Cliffs of Dover, the
magnetic compass needs to be adjusted to take
into account this magnetic declination of the
magnetic North pole (which is actually modelled
in the sim, which is pretty neat).
In 1940, the magnetic declination required an
adjustment of 10 degrees and 8 minutes. We
round that to 10 deg.
The movement of Earth's north magnetic pole
across the Canadian arctic, 18312007.
44
45
HAWKER HURRICANE
TABLE OF CONTENT - HURRICANE

PART 6: TAKEOFF
PART 7: LANDING
47
The Hawker Hurricane was designed

and predominantly built by Hawker
Aircraft Ltd for the Royal Air
Force
(RAF).
Although
largely
overshadowed by the Supermarine
Spitfire,
the
aircraft
became
renowned during the Battle of Britain,
accounting for 60% of the RAF's air
victories in the battle, and served in
all the major theatres of the Second
World War.
Both the Supermarine Spitfire and the

Hurricane are renowned for their part in
defending Britain against the Luftwaffe;
generally, the Spitfire would intercept the
German fighters, leaving Hurricanes to
concentrate on the bombers, but despite the
undoubted abilities of the "thoroughbred"
Spitfire, it was the "workhorse" Hurricane
that scored the higher number of RAF
victories during this period
48
The Hurricane was the culmination of a series of capable metal biplane fighters evolved by the Hawker
concern throughout the 1920s. The Hurricanes fuselage shape and design borrowed much from the
preceding Hawker Fury biplane line that the Hurricane was known or a time as the Fury monoplane.
Design of the aircraft was attributed to Sidney Camm, who also lent his design talents to the wartime
Hawker Typhoon and Tempest fighter-bombers. In the post-war years, Camm helped further the Vertical
Take-Off and Landing (VTOL) Harrier jumpjet and the Hawker Hunter jet fighter programs which
reached their own level of fame during the Cold War.
49
Though faster and more advanced than the RAF's current front
line biplane fighters, the Hurricane's constructional design was
already outdated when introduced. It used the traditional
Hawker construction techniques, with a Warren truss boxgirder primary fuselage structure with high-tensile
steel longerons and duralumin cross-bracing using
mechanically fastened rather than welded joints. Over this,
wooden
formers
and
stringers
carried
the
doped linen covering. Initially, the wing structure consisted of
two steel spars, and was also fabric-covered. An all-metal,
stressed-skin wing of duraluminium (a DERD specification
similar to AA2024) was introduced in April 1939 and was used
for all of the later marks.
Second highest-scoring British ace James Ginger Lacey flew a

Hurricane during the Battle of Britain, as did the famed Polish No.
303 "Kociuszko Squadron. The Hurricane was slower than both
the Spitfire I and II and the Messerschmitt Bf 109E, and the thick
wings compromised acceleration, but it could out-turn both of
them. In spite of its performance deficiencies against the 109, the
Hurricane was still very capable of destroying the German fighter,
especially at lower altitudes.
50
The Hurricane, in various guises, saw combat in most areas of World War Two the jungles of
the Far East, the deserts of North Africa, the snows of Eastern Europe... Almost 3,000
Hurricanes were delivered to Russia during the war with a lend-lease program. In total, more
than 14,000 Hurricanes fought in World War Two in all theatres of war a remarkable
achievement for a remarkable plane.
51
(Unit)
HURRICANE
MK I DH5-20
HURRICANE
MK I DH5-20 100 OCT
HURRICANE
MK IA ROTOL
HURRICANE
MK IA ROTOL 100 OCT
60
115
40
95
60
115
40
95
TEMPERATURES
Water Rad Min
Max
Max
Deg C
Deg C
60
115
40
95
60
115
40
95

Engine & Fuel grade
Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG

RPM @ km
RPM

Manifold Pressure @ Sea
Level
UK: PSI
GER: ATA
ITA: mm HG

Pressure
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
RPM
RPM
UK: MPH
GER-ITA: km/h
Merlin II - 87 octane fuel
Merlin II 100 octane fuel
3000 FINE
3000 FINE
3000
3000
+6
+6
+6
+6
COARSE
COARSE
2650
2700
+6
+6
+6
+6
COARSE
COARSE
2600
2700
+3
+3
+3
+3
COARSE
COARSE
2800
2800
+6
+6
+6
+6
2850 COARSE
5 min MAX
2850 COARSE
5 min MAX
2850
5 min MAX
2850
5 min MAX
+6
+12 BCO-ON
+6
+12 BCO-ON
3000 FINE
3000 FINE
3000
3000
As required
As required
As required
As required
255
275
265
288
Fit with a De-Havilland Two Speed Propellor, maximum Fit with a Rotol Constant Speed Propellor, maximum RPMs at
RPMs are not restricted by the propellor governor. The 3000. The difference between Two Speed and Constant Speed
two settings available are either 'Fine Pitch' or 'Coarse Props will be explained on the next page.
52
Pitch'.
The propeller installed on your aircraft means that a specific prop mechanism is
used. The De Havilland DH5-20 two-pitch props were used on early Spitfire and
Hurricane variants, mainly during the Battle of France. However, pilots realized that
two-pitch props could be manually fine-tuned between FINE and COARSE to gain
slightly better engine performance at desired engine RPMs. The Constant-Speed
Rotol propeller was the logical next step in this idea. With CSU governors, the
propeller pitch was automatically adjusted in order to gain a desired engine RPM.
This reduced the workload of experienced pilots and allowed overall slightly better
engine and aircraft performance.
Constant Speed Prop Mechanism
53
A constant-speed unit (CSU) or propeller governor is the device fitted to one of these propellers to
automatically change its pitch so as to attempt to keep engine speed constant. Most engines produce their
maximum power in a narrow speed band. The CSU can be said to be to an aircraft what the CVT is to the
motor car: the engine can be kept running at its optimum speed no matter what speed the aircraft is flying
through the air. The advent of the CSU had another benefit: it allowed the designers of aircraft engines to
keep ignition systems simple - the automatic spark advance seen in motor vehicle engines is simplified in
aircraft engines.
A controllable-pitch propeller (CPP) or variable-pitch propeller is a type of propeller with blades that can
be rotated around their long axis to change their pitch. If the pitch can be set to negative values,
the reversible propeller can also create reverse thrust for braking or going backwards without the need of
changing the direction of shaft revolutions. Such propellers are used in propeller-driven aircraft to adapt the
propeller to different thrust levels and air speeds so that the propeller blades don't stall, hence degrading the
propulsion system's efficiency. Especially for cruising, the engine can operate in its most economical range
of rotational speeds. With the exception of going into reverse for braking after touch-down, the pitch is
usually controlled automatically without the pilot's intervention. A propeller with a controller that adjusts the
blades' pitch so that the rotational speed always stays the same is called a constant speed propeller (see
paragraph above). A propeller with controllable pitch can have a nearly constant efficiency over a range of
airspeeds.
Team Fusion NOTE: The Hurricane Mk I 2-pitch system could in fact be used with limitations as a Variable Pitch system.
Though not exactly designed with this in mind it was found by pilots that careful use of the Prop pitch control allowed them to
set any desired RPM rather than just Coarse or Fine pitch setting. This did not provide the complete flexibility of a dedicated
VP system but did allow intermediate RPM control.This was good for certain flight phases like climb and Cruise. Due to
limitations in the Pitch plunger design it does not really lend itself to combat flying. In this patch we have enabled the pilot to
select a desired RPM. Blade angle change rates are still the same as was used in the original 2 Pitch system. We have not
changed the 3d modelling of the Pitch lever, this will be done at a later stage. In the real aircraft the Pitch Change control
54
was of a plunger or Push Pull type control.

FAMILIARIZATION
Hurricane Ia
Rotol 100 oct
RADIATOR SETTING
INDICATOR
WATER RADIATOR LEVER

OPEN: DOWN
CLOSE: UP
ELEVATOR TRIM WHEEL

FWD: NOSE DOWN
AFT: NOSE UP
RUDDER TRIM WHEEL

FWD: TRIM RIGHT
AFT: TRIM LEFT
55

FAMILIARIZATION
Hurricane Ia
Rotol 100 oct
COCKPIT FLOOD
LIGHT CONTROLS
PROP PITCH / RPM CONTROLLER

AFT: COARSE / LOWER RPM
FWD: FINE / HIGHER RPM
BOOST CUT-OUT
OVERRIDE
MAGNETO 1 + 2
MIXTURE CONTROL
AFT: RICH (DEFAULT)
FWD: LEAN
THROTTLE
FUEL PUMP SELECTOR

(MAIN/RESERVE)
SLOW RUNNING
CUT-OUT (SHUTS
ENGINE DOWN)
56

FAMILIARIZATION
Hurricane Ia
Rotol 100 oct
LANDING GEAR
INDICATOR

(NOT FUNCTIONAL)
TACHOMETER
(X 100 RPM)
ARTIFICIAL
HORIZON
OXYGEN DELIVERY
(NOT FUNCTIONAL)
OXYGEN SUPPLY
(NOT FUNCTIONAL)
AIRSPEED INDICATOR
(x10 MPH)
CLIMB RATE
INDICATOR
(1000 FT/MIN)
CLOCK
ALTIMETER
TURN & BANK

SIDE SLIP
INDICATOR
DIRECTIONAL
GYRO
DIRECTIONAL
GYRO SETTER

COURSE SETTER
57

FAMILIARIZATION

(PSI, OFTEN REFERRED TO AS
POUNDS OF BOOST)
FUEL CONTENTS GAUGE SELECTOR

NOTE: CHOOSES WHETHER YOU
WANT TO SHOW THE FUEL
QUANTITY IN THE LEFT/PORT WING
(MAIN), THE RIGHT/STARBOARD
WING (MAIN) OR IN THE CENTRE
FUSELAGE (RESERVE).
TOGGLE
FUEL PRESSURE
(PSI)
OIL PRESSURE
(PSI)
Hurricane Ia
Rotol 100 oct
FUEL TANK GAUGE (97 gal total)

34.5 gal LEFT/PORT MAIN WING TANK
34.5 gal RIGHT/STARBOARD MAIN WING TANK
28 gal CENTRE FUSELAGE RESERVE TANK
NOTE: NEEDLE SHOWS FUEL CONTENT BASED ON THE
POSITION OF THE FUEL CONTENT SELECTOR ABOVE IT.
NAVIGATION LIGHTS
(NOT FUNCTIONAL)
WATER/GLYCOL RADIATOR
TEMPERATURE (DEG C)

(DEG C)
58

FAMILIARIZATION
Hurricane Ia
Rotol 100 oct
LANDING GEAR / FLAPS LEVER
NOTE: BOTH SYSTEMS USE HYDRAULIC POWER.
YOU HAVE THREE SETTINGS: UP, NEUTRAL AND
DOWN. IN REAL LIFE, YOU WOULD OPERATE
FLAPS AND UNDERCARRIAGE BY HOLDING THE
LEVER IN THE UP OR DOWN POSITION, AND
RETURN THE LEVER IN THE NEUTRAL POSITION
ONCE THE FLAPS OR UNDERCARRIAGE IS IN THE
DESIRED POSITION. OBVIOUSLY, YOU WILL
SIMPLY WEAR DOWN YOUR HYDRAULIC PUMPS
IF YOU KEEP YOUR FLAPS IN THE UP POSITION
INSTEAD OF THE CORRECT NEUTRAL POSITION.
FLAP SETTING INDICATOR
HAND PUMP
USE WHEN LANDING GEAR FAILS TO RETRACT
COMPLETELY. YOU WILL NOTICE THAT THE LANDING
GEAR INDICATOR LIGHT WILL BE NEITHER RED NOR
GREEN, WHICH MEANS THAT THE LANDING IS NOT
COMPLETELY RETRACTED AND NOT COMPLETELY
DEPLOYED.
59

FAMILIARIZATION
Hurricane Ia
Rotol 100 oct
CONVERGENCE TABLE FOR FUEL GAUGE DIAL

CONVERSION TABLE FOR
FUEL GAUGE DIAL
RESERVE TANK
(GAL)
PORT OR STBD
MAIN TANKS
(GAL)
GAUGE
LEVEL FLIGHT
10
15
20
25
28
ACTUAL
CONTENT
12
16
21
25
28
GAUGE
LEVEL FLIGHT
10
15
20
25
30
34.5
3.5
13
21
26
30
33
ACTUAL
CONTENT
ENGINE LIMITATIONS
60

FAMILIARIZATION
GLYCOL/WATER
RADIATOR
WATER RAD CLOSED

OIL RADIATOR
SYSTEM
WATER RAD OPEN

THE ENGINE
61

FAMILIARIZATION
CRITICAL COMPONENTS
WING SPARS
FUEL TANKS
.303 IN (8 TOTAL)
BROWNING MACHINE GUNS
CONTROL
CABLES
WATER
RADIATOR
AMMUNITION
BOXES
62

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
63
HAWKER HURRICANE (ALL MARKS)
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
increase sight distance (gunsight range)
decrease sight distance (gunsight range)
adjust gunsight left (gunsight wingspan)
adjust gunsight right (gunsight wingspan)
I by default
ESSENTIAL

axes
ESSENTIAL
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
64
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
fuel contents gauge selector next / previous
lean to gunsight
NOT ESSENTIAL
fire guns
ESSENTIAL
throttle
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
increase mixture
ESSENTIAL
decrease mixture
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL

keyboard otherwise.
ESSENTIAL
ESSENTIAL
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL

mouse cursor)
F10
ESSENTIAL
65
PART 4: CONTROLS
Unlike the Bf.109, the Hurricane uses differential braking instead of toe brakes.
LEFT RUDDER PUSHED

(WILL TURN LEFT)
66
PART 5: WEAPONS AND

ARMAMENT
Recommended Machine-Gun Belt Loadout Browning Mk II (.303 in)

1. Incendiary, Nitrocellulose, Mark Viz, De Wilde
2. Armour Piercing, W. Nitrocellulose, Mark Iz
3. Incendiary/Tracer (White), B. Nitrocellulose, Mark Iz (recommended for outer guns only)
The Hurricane is armed with 8 .303 Browning machine-guns. Hispano Cannons only came with B wing marks (while the only
marks available in the game so far have the A wing) the This caliber is very unlikely to create structural damage, so you are
better off to aim for critical 109 components like the engine and water radiators under the wings. Recommended loadout is
a belt of mixed armour piercing and De Wilde incendiary. Incendiary/Tracer rounds can be used for outer guns to help you
adjust your aim. I recommend a horizontal convergence of 175 meters and a vertical convergence of 175 meters.
TAKEN FROM SPITFIRE
ARMAMENT TUTORIAL
67
PART 5: WEAPONS AND

ARMAMENT
Your gun convergence is set in the loadout

menu, but you still need to adjust your
gunsight reticle to reflect what youve just
asked the ground crew to do. Keep in
mind that your gun convergence is
entered in meters (usually 150-200 m) in
the previous loadout menu. Your gunsight,
however, has these values set in YARDS (as
shown on the clickable reticle sight
distance control).
GUNSIGHT
Remember: 1 m = 1.1 yd and 1 yd = 0.91 m

For example, for a gun convergence set at
175 m, your gunsight should have it set for
approx. 190 yd.
If done properly, bullets

should meet at this point
Remember: unit in yards

Click on this to set gunsight distance
68
PART 5: WEAPONS AND

ARMAMENT
Next is your wingspan adjustment on your

gunsight. The wingspan of an aircraft is the
distance between the tip of each wing (as
shown). The wingspan of the aircraft youre
hunting for should be included between the
inner edges of your crosshair. If the aircraft
wingspan in your gunsight appears smaller
than the distance youve set, this means the
aircraft is too far; you need to get closer. The
wingspan sight is a good indication of how far
you are to your target and allows you to judge
its range. The closer you are, the better. Pilots
usually fired from 200-400 yards, but more
aggressive pilots (such as the polish fighter
pilots) fired from 150-200 yards. The
wingspan you set is not limited to the
wingspan of a Bf.109: its a matter of the size
of your target.
Bf.109 fighter wingspan: approx. 32 ft (9.91 m)
Ju-88 bomber wingspan: approx. 60 ft (18 m)
Wingspan
GUNSIGHT
Bf.109 wing should fit in

there (as desired)
Wingspan unit is in feet (ft)
Click on this to set

target wingspan
69
70
PART 5: WEAPONS AND

ARMAMENT
71
PART 5: WEAPONS AND

ARMAMENT
72
PART 5: WEAPONS AND

ARMAMENT
1.
Fuel Control to Reserve Tank Open.
PART 6: TAKEOFF
NOTE: You can start on Main tanks if you want, but in real life this wasn't achievable until the Hurricane Mk.II came into service. The real Hurricane Mk.I
cannot start up on the main tank as the fuel tanks are located below the engine and the pump does not turn on until after start up. The reserve (or gravity)
tank is located above the engine and is used for starting up
2.
Ensure that mixture is set to fully rich (by default it is).
3.
Set your prop pitch to full fine (100 %).
4.
Crack throttle half an inch forward.
5.
Water radiator shutter fully open.
6.
Turn both magnetos ON
7.
Make sure your propeller is clear (Clear prop!)
8.
Engine ignition! (press I by default)
9.
Fuel Control to Main Tank Open.
10.
Wait for oil temperature to reach at least 40 deg C and water rad temperature to reach at least 60 deg C.
11.
Taxi to the runway. You can taxi with low oil/water temps without any problem as long as you keep your throttle under 20 %. If you throttle up
while your oil is not yet warm, you will hear your engine shake and cough.
12.
Make sure you are facing yellow panels on the runway. This means you are facing the right direction for takeoff.
13.
Flaps up. Once flaps are fully raised, set flaps to Neutral to lock them into the UP position.
Note: With the Hurricane, you need to cycle through 3 modes for flaps and landing gear. Up, Neutral and Down. Up and Down are straightforward,
but since the flaps in the Hurricane have a variable setting (unlike the Spitfire, which only has 2 settings Fully Raised or Fully Down), Neutral means that
the flaps stop moving. This way, you can have your flaps deployed to the angle you desire. This same methodology is used for the landing gear
(undercarriage).
14.
Perform last takeoff checks: Canopy Closed, Flaps up, Rad fully open, Full Fine prop pitch, good oil & water rad temperatures.
15.
Gradually throttle up. Compensate for engine torque and wind using right aileron and rudder pedals to keep the aircraft straight. Slightly push
the control column forward to lift the tail.
16.
Rotation is at 110-120 mph.
17.
Raise landing gear and set RPM to 2850 max for climb.
73
PART 7: LANDING

1500 ft.
2. Rads fully open (100 %) and RPM set to 3000
(max).
3. Deploy flaps (down) and landing gear.
strike.
74
PART 8: ENGINE
MANAGEMENT
MERLIN II
MERLIN III
Like the Merlin II, the Merlin III was originally built to run on 87 octane Fuel. It had a number
of improvements to engine reliability over the Merlin II, and therefore was more capable of
sustaining the high power generated at +12 boost, but still needs to be treated with care. Like
the Merlin II, Pilots should be cautious of using +12 boost and 3000 rpm with the Merlin III
except in all out high speed level flight. Use of these ratings in low speed maneuver or steep
low speed climbs will cause rapid overheating.
Both the Spitfire I and Hurricane

I DH5-20 are equipped with the
Rolls-Royce Merlin II engine,
which is an earlier version of the
Merlin III. This engine is slightly
less refined than the Merlin III
and is more prone to overheat
and damage when stressed.
Pilots need to be aware of their
limits. The Merlin II was
originally built to run at a
maximum of +6 boost Manifold
pressure on 87 octane gasoline,
but advances in Gasoline refining
technology produced 100 octane
gasoline in time for the Battle of
Britain. With 100 octane fuel,
the Merlin II was capable of +12
boost pressure and greatly
improved horsepower. However,
as mentioned, this is an older
generation engine, and needs to
be treated with care when using
high boost and rpm.
75
76
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
During a mission, the flight lead usually calls

out his engine settings once in a while for the
pilots to know what settings they should use.
You can read your engine settings from the
gauges in the cockpit or from an info window.
The RPM indicator (1) shows 3000 RPM. The boost
(2) reads +6 lbs/in2 (psi). The radiators can be
approximated from the lever position or read from
the info window in %
The resulting RPM is affected by both boost
pressure and prop pitch (5).
Water Radiator settings:

70+ % during combat
(Unit)
HURRICANE
MK I
DH5-20
HURRICANE
MK I
DH5-20 100 OCT
HURRICANE
MK IA
ROTOL
HURRICANE
MK IA
ROTOL 100 OCT
60
115
40
95
60
115
40
95
TEMPERATURES
Water Rad (4) Min
Max
Oil Rad (3) Min
Max
Deg C
Deg C
60
115
40
95
60
115
40
95
4
77
PART 8: ENGINE
MANAGEMENT

emergency power setting, but was adapted to be so
by the British. In original form, it was just a way of
disabling the boost controller in case of malfunction,
thus making the system directly link the pilot handle
to the throttle valve and giving him the ability to set
any boost the supercharger was capable of (but
without control, boost would change with altitude).
BOOST CUT-OUT
OVERRIDE
The Hurricane is correct in that, unlike the Spitfire,

the red tab is replaced by a knob that pulls the cable
(the
"tit").
Although it is hard to find references on this, it is
easy to see how the BCO could become an unofficial
emergency power switch. A pilot could pull it and try
for a bit more boost than the rated 6.25 psi, and
hopefully get a bit more power without damaging
the engine.
78
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
120
390
175
160
90
In comparison to the Bf.109, the Hurricane has a

better turn rate. However, the Bf.109 has a
superior climb rate and dive speed. The preferred
way of fighting the 109 is when you have an
altitude advantage.
The Hurricane has better performance at higher
altitudes (over 20,000 ft) than the 109. Use this to
your advantage.
79
80
PART 9: AIRCRAFT
PERFORMANCE
81
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
WEAPONS + AMMO
82
PART 9: AIRCRAFT
PERFORMANCE
If you see a 109 on your tail, do not think:

ACT. If you think, youre dead. This is why
you need to know instinctively what to do if
you have been unlucky enough to be put in
that situation.
Evasive manoeuvers when you have a 109
on your tail are only limited by your
imagination. As long as it is unexpected,
anything can work.
Typically, pilots do a half-roll to the right or
left and dive down by doing a Split-S.
The reason for using the Split-S is that it is a
positive-G
manoeuver.
Negative-G
manoeuvers are usually avoided by Spitfire
& Hurricane pilots (or any pilots flying
another aircraft with an early Merlin engine)
because the engine tends to cut-out.
This peculiarity of the Merlin is attributed to
the carburetor being starved of fuel during
negative Gs (when you push the nose down).
You can figure out why by shaking up and
down a bottle of water that is half-full. This
issue was eventually temporarily addressed
in later Merlin variants with Miss Shillings
Orifice, and later on fixed altogether with
fully pressurized carburetors in 1943 .
Bf.109s did not have this issue since they
used direct fuel injection in the DaimlerBenz engines. Therefore power dives were
frequently used to escape from Spitfires and
Hurricanes alike.
83

you are going.
84

1.
2.
3.
4.
Parallel lines
(must be
aligned with T)
White T facing
the Red N
Magnetic
Compass
Heading
(256)
Gyro heading
(266)
3
2
85

by a compass.
86
87
BRISTOL BLENHEIM IV
88
TABLE OF CONTENT BLENHEIM IV

PART 6: TAKEOFF
PART 7: LANDING
PART 11: BOMBING TUTORIAL
89
Designed by Frank Barnwell in 1935,

the Bristol Blenheim was a British light
bomber aircraft designed and built by
the Bristol Aeroplane Company that was used
extensively in the early days of the Second
World War. It was adapted as an interim longrange and night fighter, pending the
availability of the Beaufighter. It was one of
the first British aircraft to have allmetal
stressed-skin
construction,
retractable landing gear, flaps, a powered
gun turret and variable-pitch propellers. The
Mark IV variant was unsuccessful in its
daylight bombing role, suffering many losses
in the early stages of the war.
90
Just one minute after Britain's formal declaration of war against Germany took effect on September 3, 1939, a
Blenheim IV of 139 Squadron took off to fly the RAF's first sortie of the war, a photo-reconnaissance operation. The
next day, Blenheims made the first Bomber Command attack by bombing enemy warships.
91
The Blenheim units operated throughout the battle of Britain, often taking heavy casualties, although they were never
accorded the publicity of the fighter squadrons. The Blenheim units raided German occupied airfields throughout July to
December 1940, both during daylight hours and at night. Some of these missions produced an almost 100% casualty rate
amongst the Blenheims.
The action on 12 August 1941 was

described by the Daily Telegraph in
2006 as the "RAF's most
audacious and dangerous lowlevel bombing raid, a large-scale
attack against power stations near
Cologne. The raid was a low-level
daylight raid by 54 Blenheims
under the command of Wing
Commander Nichol of No. 114
Squadron RAF. The Blenheims hit
their targets (Fortuna Power and
the Goldenberg Power Station) but
12 of the Blenheims were lost
during the raid, 22% of those that
took part, which was far above the
sustainable loss rate of less than
5%.
92
The Blenheim paid the price for being conceived in a period of rapid development which saw it arrive as
the premier medium day bomber of the time. The tension between urgent need to expand with modern
equipment, the rationale for pressing ahead with lightly armed day bombers in quantity, all while
developing eight-gun fighters capable of destroying them: these issues were certainly recognised. The
issues were complex: firepower, bomb load, weight, range, production volume and production lead
times were all in playamong a host of other concerns. In the end, the sort of medium bomber that the
Blenheim represented was a compromise: it was what was available to produce in 1937, in numbers
93
sufficient over the next few years to be ready for a war in 1939.
(Unit)
BLENHEIM
MK IV (BOMBER)
BLENHEIM
MK IVF (FIGHTER)
TEMPERATURES
Deg C

Max
Max
Deg C
40
85
100
235
40
85
100
235

Engine & Fuel grade
Mercury XV- 100 octane fuel
Mercury XV- 100 octane fuel
2600 FINE
2600 FINE
+9 BCO-ON
+9 BCO-ON
2400 COARSE
2400 COARSE
+5
+5
2400 COARSE
2400 COARSE
+3.5
+3.5
2400 COARSE
2400 COARSE
+5
+5
2600 COARSE
5 min MAX
2600 COARSE
5 min MAX
+9 BCO ON
+9 BCO ON
Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG

RPM @ km
RPM

Manifold Pressure @ Sea Level
UK: PSI
GER: ATA
ITA: mm HG
RPM

Pressure
UK: PSI
GER: ATA
ITA: mm HG
266
266
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: MPH
GER-ITA: km/h
Fit with a Hamilton Standard Two Speed Propeller,

maximum RPMs are not restricted by the propeller
governor. The two settings available are either 'Fine
Pitch' or 'Coarse Pitch'.
BLENHEIM Mk IV
BOMBER VARIANT
BLENHEIM Mk IVF
94 VARIANT
FIGHTER
95
The propeller installed on your aircraft means that a specific prop

mechanism is used. The Hamilton Standard two-pitch props were
used on the Blenheim, mainly during the Battle of Britain. These
propellers were produced by De Havilland under license from
Hamilton-Standard, after Bristol failed to produce its own variable
pitch props.
A controllable-pitch propeller (CPP) or variable-pitch

propeller is a type of propeller with blades that can be rotated
around their long axis to change their pitch. If the pitch can be
set to negative values, the reversible propeller can also create
reverse thrust for braking or going backwards without the
need of changing the direction of shaft revolutions. Such
propellers are used in propeller-driven aircraft to adapt the
propeller to different thrust levels and air speeds so that the
propeller blades don't stall, hence degrading the propulsion
system's efficiency. Especially for cruising, the engine can
operate in its most economical range of rotational speeds.
With the exception of going into reverse for braking after
touch-down, the pitch is usually controlled automatically
without the pilot's intervention. A propeller with a controller
that adjusts the blades' pitch so that the rotational speed
always stays the same is called a constant speed propeller
(see paragraph above). A propeller with controllable pitch can
96
have a nearly constant efficiency over a range of airspeeds.

FAMILIARIZATION
CREW MEMBERS
PILOT
DORSAL GUNNER
BOMBARDIER-NAVIGATOR
97

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
PILOT
98

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
FLAPS
INDICATOR
PILOT
LANDING GEAR /
UNDERCARRIAGE
INDICATOR
THROTTLE
MIXTURE
99

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
The Blenheim has 4 fuel tanks: 2 inner

tanks (which are filled first) and 2 outer
tanks.
PILOT
FUEL GAUGE (TOTAL: 468 gal)

INNER TANKS: 140 gal EACH
OUTER TANKS: 94 gal EACH
FUEL GAUGE CONTENTS
SELECTOR
INNER TANKS: AFT
OUTER TANKS: FWD
STARBOARD/RIGHT
FUEL GAUGE
PORT/LEFT
FUEL GAUGE
With a full bomb load (1000 lbs), the

maximum fuel load you can carry is about
60 % (approx. 280 gal, so just about
enough to completely fill your inner tanks
without having to use fuel for the outer
ones).
With Full Rich (strong) mixture for a boost
setting of +3.5 PSI and a RPM of 2400, you
consume approx. 112 gals/hour. Assuming
you are going at 240 mph in level flight (a
fairly reasonable assumption), you can fly
for about 2.5 hours at MAX Takeoff Weight.
This means that you have a range of about
300 miles, or about 480 km.
Fuel planning will be further elaborated in
the BOMBING TUTORIAL section.
100

FAMILIARIZATION
CARBURETTOR HEAT LEVERS
COCKPIT FLOOD LIGHTS
SLOW RUNNING CUT-OUT BTNS

(USED TO SHUT ENGINES DOWN)
PROPELLOR PITCH
FINE/COARSE
PILOT
BLENHEIM Mk IV
BOMBER VARIANT
101

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
COWLING FLAP
SHUTTER
PILOT
ELEVATOR TRIM WHEEL
HAND PUMP
COMPLETELY. THIS IS USED IN CASES WHEN YOUR
WINGMAN TELLS YOU THAT HE SEES THAT YOUR
LANDING GEAR IS NOT COMPLETELY RETRACTED
AND NOT COMPLETELY DEPLOYED.
RUDDER TRIM WHEEL
FLAPS CONTROL
NOTE: FLAPS USE HYDRAULIC POWER. YOU HAVE THREE SETTINGS: UP, NEUTRAL AND
DOWN. IN REAL LIFE, YOU WOULD OPERATE FLAPS BY HOLDING THE LEVER IN THE UP OR
DOWN POSITION, AND RETURN THE LEVER IN THE NEUTRAL POSITION ONCE THE FLAPS
ARE IN THE DESIRED POSITION. OBVIOUSLY, YOU WILL SIMPLY WEAR DOWN YOUR
HYDRAULIC PUMPS IF YOU KEEP YOUR FLAPS IN THE UP POSITION INSTEAD OF THE
CORRECT NEUTRAL POSITION.
LANDING GEAR LEVER
BLENHEIM Mk IV
BOMBER VARIANT
102

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
CROSSFEED VALVE
2 POSITIONS: ON/OFF
PILOT
THIS VALVE IS USED IN CASE OF FUEL LEAK TO GET THE ENGINES TO

TAKE FUEL FROM FUEL TANKS FROM BOTH WINGS AT THE SAME
TIME.
FOR EXAMPLE: IF YOU HAVE A FUEL LEAK ON THE LEFT WING AND
GET TO A POINT WHERE YOU ARE OUT OF FUEL ON THE LEFT
INBOARD TANK (OUTBOARD TANKS ARE GENERALLY EMPTY
UNLESS YOU WANT TO GO FOR VERY LONG FLIGHTS) GENERALLY
WHAT HAPPENS IS YOUR LEFT ENGINE COUGHS AND DIES SINCE IT
RUNS OUT OF FUEL TO CONSUME. IF YOU OPEN YOUR CROSSFEED
VALVE, THE LEFT ENGINE WILL KEEP RUNNING EVEN IF THE LEFT
INNER TANKS ARE EMPTY. WHY? BECAUSE THE CROSSFEED VALVE
SET TO OPEN/ON WILL ALLOW THE LEFT ENGINE TO TAKE FUEL
FROM BOTH THE RIGHT AND THE LEFT WING TANKS!
FUEL COCK (PORT = RED)

3 POSITIONS:
OFF/INNER/OUTER TANKS
CYLINDER HEAD
TEMPERATURE (DEG C)
FUEL COCK (STBD = GREEN)

3 POSITIONS:
OFF/INNER/OUTER TANKS
103

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT

(DEG C)
OIL PRESSURE
(PSI)
TACHOMETER
(X 100 RPM)
PILOT
AIRSPEED INDICATOR
(x10 MPH)
ARTIFICIAL
HORIZON
CLIMB RATE
INDICATOR
(1000 FT/MIN)
ALTIMETER
BOOST CUT-OUT
OVERRIDE

(PSI, OFTEN REFERRED TO AS
POUNDS OF BOOST)
FIRE
EXTINGUISHERS
TURN & BANK
SIDE SLIP
INDICATOR
104

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
DIRECTIONAL
GYRO
PILOT

COURSE SETTER
PNEUMATIC
PRESSURE (PSI)
DIRECTIONAL
GYRO SETTER
MAGNETOS
ELEVATOR TRIM
INDICATOR
NAVIGATION LIGHTS
(NOT FUNCTIONAL)
OXYGEN DELIVERY
(NOT FUNCTIONAL)
OXYGEN SUPPLY
(NOT FUNCTIONAL)

(NOT FUNCTIONAL)
RUDDER TRIM
INDICATOR
105

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
BOMBARDIER
AIRSPEED
INDICATOR
TWO BOMB DISTRIBUTION
MODES: SALVO OR SINGLE
DIRECTIONAL
GYRO
ALTIMETER
BOMB
RELEASE
BUTTON
106

FAMILIARIZATION
BLENHEIM Mk IV
BOMBER VARIANT
BOMBARDIER
BOMBSIGHT
ALTITUDE SETTER
BOMBSIGHT
AIRSPEED SETTER
BLENHEIM Mk IV
BOMBER VARIANT
BOMBSIGHT WIND
CORRECTION
107

FAMILIARIZATION
DORSAL GUNNER
DORSAL GUNNER CONTROLS

-MOVE MOUNT LEFT: LEFT KEYBD ARROW
-MOVE MOUNT RIGHT: RIGHT KEYBD ARROW
-CRUISE POSITION: O
-FIRING POSITION: CUSTOM KEY
-LEAN TO GUNSIGHT: CUSTOM KEY
-FIRE WEAPON: LEFT MOUSE BUTTON
-SWITCH GUNNER/BOMBARDIER POSITION: C
-CHANGE MANNED POSITION: L_SHIFT_C
-GIVE GUNNER CONTROL TO AI: L_ALT+F2
-TAKE CONTROL OF GUN (TOGGLE INDEPENDENT MODE): F10
108

FAMILIARIZATION
TURRET IN
CRUISE POSITION
TURRET IN
FIRING POSITION
NOTES
Your gunner can call out fighters if you have your in-game chat info window enabled. However, if
you switcher to your gunner position and switched back to your pilot seat, it is possible that the AI
gunner will not take control of the gun. In other words, your gunner will not fire unless the AI takes
control of it. To give back the AI control of your turret, you should use the L_ALT+F2.
Your turret has 2 positions: CRUISE and FIRING. During aircraft cold start, you start in
CRUISE/PARKED position. In this mode, the gunner cannot fire his gun nor move his turret. This
mode is primarily used to generate less drag and consume less power. FIRING position, on the
other hand, is powered by the left engine. This mode allows you to use your gun and rotate your
turret to get a better view angle. It is useful to track targets or examine damage on the wings or
upper forward fuselage. Your gunner will only fire when the turret is in FIRING position.
Any turret or other air crew position (like the bombardier) can be manned by other players in
multiplayer. They just need to double-click on the available slot in multiplayer once they clicked
on the flag.
109

FAMILIARIZATION
ENGINE COWLING FLAPS CLOSED (ALSO CALLED LOUVRES)

BAD = LESS AIRFLOW TO COOL THE ENGINE, HIGH RISK OF ENGINE OVERHEAT
ENGINE COWLING FLAPS OPEN (ALSO CALLED LOUVRES)

GOOD = MORE AIRFLOW TO COOL THE ENGINE
110

FAMILIARIZATION
CRITICAL COMPONENTS
.303 BROWNING
MACHINE GUN
FUEL TANKS
WING SPARS
CONTROL
CABLES
DORSAL
TURRET
111

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
112
BRISTOL BLENHEIM (ALL MARKS)
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
View-Position #1 (pilot)
L_ALT+1
ESSENTIAL
View-position #2 (bombardier)
L_ALT+2
ESSENTIAL
View-position #3 (rear gunner) optional
L_ALT+3
ESSENTIAL
Next Manned Position (Cycles through air crew)
ESSENTIAL
Course autopilot Previous Mode
ESSENTIAL
Course autopilot Next Mode
ESSENTIAL
NUMPAD + (CUSTOM)
NUMPAD - (CUSTOM)
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
I by default
ESSENTIAL

axes
ESSENTIAL
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
113

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
ESSENTIAL
fire guns
ESSENTIAL
drop ordnance (bomb)
ESSENTIAL
throttle
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
increase mixture
NON-ESSENTIAL
decrease mixture
NON-ESSENTIAL
open radiator
Up Arrow keyboard
close radiator
Down Arrow keyboard ESSENTIAL
Usually set to Axis for ESSENTIAL

second throttle. Set to ESSENTIAL
keyboard otherwise.
ESSENTIAL
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
Fuel Cock # 1, 2, 3
Toggle Independent Mode (allows you to use/hide mouse cursor and

take control of your gun)
F10
ESSENTIAL
114
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
previous bomb distributor mode (Salvo/Single)
next bomb distributor mode (Salvo/Single)
Bombsight altitude + / -
Bombsight velocity + / -
Adjust Bombsight left / Right (adjusts

bombsight for crosswind)
NON-ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
all engines select
L_SHIFT+3 (CUSTOM)
ESSENTIAL
Turret Move Mount Left
Left Arrow keyboard
ESSENTIAL
Turret Move Mount Right
Right Arrow keyboard
ESSENTIAL
Turret Cruise Position
ESSENTIAL
Turret Firing Position
L_SHIFT+O (CUSTOM)
ESSENTIAL
External View (Give Turret Gunner Control to AI)
L_ALT+F2
ESSENTIAL
Carburettor Heat # 1 / # 2
Open/Close Bomb Bay Door
NON-ESSENTIAL
N (CUSTOM)
NON-ESSENTIAL (bomb bay door

has an automatic closing system)
115
PART 4: CONTROLS
Unlike the German bombers, the Blenheim uses differential braking instead of toe brakes.
ONLY THE RIGHT/STBD

WHEEL IS BRAKING
RIGHT RUDDER PUSHED

(WILL TURN RIGHT)
BRAKE LEVER
116
PART 5: WEAPONS AND

ARMAMENT
The Blennie Fighter variant is armed with a rack of four .303 in Browning guns under its fuselage, a single .303 gun in its left
wing and a .303 gun turret. Aiming with the fixed gunsight while using TrackIR is very difficult. Recommended way of aiming is to
use tracers each 5-6 bullets and to correct after each short burst based on where the trail of bullets is going. Tracers are also
very useful for turret gunners if they want to aim properly. My typical ammunition belt loadout is made of DeWilde Incendiary
Rounds, Armour Piercing rounds and Incendiary/Tracer rounds.
BLENHEIM Mk IVF
FIGHTER VARIANT
117
PART 5: WEAPONS AND

ARMAMENT
BLENHEIM Mk IV
BOMBER VARIANT
The Blennie bomber variant is armed with a single .303 gun in its left
wing and a .303 gun turret. Aiming with the fixed gunsight while using
TrackIR is very difficult and overall rather ineffective since .303 caliber is
not very lethal in small firepower concentration. The recommended
way of aiming is to use tracers each 5-6 bullets and to correct after each
short burst based on where the trail of bullets is going. Tracers are also
very useful for turret gunners if they want to aim properly. My typical
ammunition belt loadout is made of DeWilde Incendiary Rounds,
Armour Piercing rounds and Incendiary/Tracer rounds.
118
PART 5: WEAPONS AND

1: PLANNING
PARTARMAMENT
Use adequate bomb and fuel loadout. Typically, I choose 20-30 % fuel (see BOMBING tutorial to know how to judge your
needed fuel quantity) and I choose 4 X 250 lb bombs rather than 2 X 500 lb bombs. Why? Simply because the current bomb
load in the Blenheim is very small and you need to maximize the number of targets you can bomb. For instance, having 2 bombs
on board means I can destroy 2 ships instead of 4. Having 4 bombs allows for more flexibility and gives you more options.
BLENHEIM Mk IV
BOMBER VARIANT
Bombing missions typically require between 20 and 30 % fuel. Ensure that

aircraft is not overweight, or you will have trouble getting off the ground.
Ensure that aircraft is not overweight, or you will

have trouble getting off the ground.
PART 5: WEAPONS AND

1: PLANNING
PARTARMAMENT
Select proper fuse delay based on the type of bombing run you intend to do.
BLENHEIM Mk IV
BOMBER VARIANT
Ensure correct bomb is selected.
Skip bombing missions (typically used for attacking ships), dive bombing and low-level bombing raids
require fuse delay of 11 seconds to prevent damaging your aircraft during the bombing run.
High-altitude bombing fuse delay is preferably set between 0 and 1 second, or else the bombs might
bounce off your target, which is not recommended if you go for precision bombing.
121
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified in
the sim.
1.
Click on both fuel cocks (Red and Green) 2 times to select inner fuel tanks. Make sure you have the proper fuel load by
checking the fuel gauges (selected to INNER tanks).
2.
3.
Select Engine # 1 (L_Shift + 1).
4.
5.
Crack throttle half an inch forward.
6.
Engine cowling flap fully open.
7.
Turn both magnetos for engine # 1 ON.
8.
9.
10.
11.
Repeat steps 3 to 9 but for engine # 2.
12.
Select BOTH engines (I have it custom mapped to L_Shift + 3).
13.
Ensure cowling flaps are fully open (100 %) and prop pitch is fully FINE (100 %).
14.
Wait for oil temperature to reach at least 40 deg C and the cylinder head temperature to reach at least 100 deg C.
15.
Taxi to the runway. You can taxi with low oil temps without any problem. If your throttle is set to idle, your oil you will
hear your engine shake and cough. Try to keep your throttle over 10 %.
16.
Make sure you are facing yellow panels on the runway. This means you are facing the right direction for takeoff.
17.
Flaps up. Once flaps are fully raised, set flaps to Neutral to lock them into the UP position.
Note: With the Blenheim, you need to cycle through 3 modes for flaps and landing gear. Up, Neutral and Down. Up and
Down are straightforward, but since the flaps in the Blenheim have a variable setting (unlike the Spitfire, which only has 2
settings Fully Raised or Fully Down), Neutral means that the flaps stop moving. This way, you can have your flaps deployed to
the angle you desire. This same methodology is used for the landing gear (undercarriage).
18.
Perform last takeoff checks: Canopy Closed, Flaps up, cowlings fully open, Full Fine prop pitch, good oil & cylinder head
temperatures.
19.
Set Boost Cut-Out Override ON.
20.
Gradually throttle up. Compensate for engine torque and wind using right aileron and rudder pedals to keep the aircraft
straight. Slightly push the yoke forward to lift the tail.
21.
Rotation is at 110 mph.
22.
Raise landing gear and set prop pitch to COARSE. Adjust RPM to 2400 max for climb.
BOOST CUT-OUT
OVERRIDE
122
PART 7: LANDING

1500 ft.
2. Rads fully open (100 %) and RPM set prop
pitch to FINE (100 %).
3. Deploy flaps (down) and landing gear when
you slowed down to 120 mph or less.
6. Yoke fully back.
strike.
123
PART 8: ENGINE
MANAGEMENT
The Bristol Airplane Company is

probably best known for its
larger "sleeve valve" engines
such as the 1675 h.p. Hercules
which powered the four-engined
Halifax bomber and Lancaster
Mk. II's. However, Bristol also
produced the smaller Pegasus
and Mercury engines which had
"poppet" valves.
The Bristol Mercury XV
installed on the Blenheim IV has
four valves per cylinder, an
unusual number for a radial
engine. They are actuated by
lifter rods and valve levers.
Mercury engines had a single
carburetor and a gear-driven
supercharger.
Derived from the famous Jupiter
engine of the 1920s, the engine
developed 825 hp at 2,650 RPM
and weighs 1,065 lbs. It has a
diameter of 51.5 inches. Mercury
engines were manufactured in
20700 units of different versions
both by Bristol and under license
by other engine companies.
124
125
PART 8: ENGINE
MANAGEMENT
During a mission, the flight lead usually calls out his engine settings
once in a while for the pilots to know what settings they should
use.
PART 8: ENGINE
MANAGEMENT
Always remember that this is a twin-engine: you must select ALL

ENGINES in order to throttle up and change your cowling flap
settings.
You can read your engine settings from the gauges in the cockpit or
from an info window.
The RPM indicator (1) shows 2150 RPM. The boost (2) reads
+5 lbs/in2 (psi). The oil radiators can be approximated by
looking at the engine cowlings from the window or read
from the info window in %. The control for cowling flaps is
the same as the one used for water radiators.
The resulting RPM is affected by both boost pressure and
prop pitch (5).
Cowling flaps settings:

70+ % during combat
Engine Settings for Low-Level High-Speed

bombing run (skip bombing):
45 % cowling flaps / rad

110 % throttle (Boost Cut-Out Override ON)
During flight, I usually keep an eye on the

oil rad gauges (3) rather than the cylinder
head temp gauges (4). I usually overheat
my oil before my cylinder heads reach a
critical temperature.
(Unit)
BLENHEIM
MK IV
BLENHEIM
MK IVF
TEMPERATURES
Oil Rad (3)
Min
Max
Cylinder Head Temp (4) Min
Max
Deg C
Deg C
40
85
100
235
40
85
100
235
1
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PART 8: ENGINE
MANAGEMENT

The Boost control override did not originate as
an emergency power setting, but was adapted
to be so by the British. In original form, it was
just a way of disabling the boost controller in
case of malfunction, thus making the system
directly link the pilot handle to the throttle
valve and giving him the ability to set any boost
the supercharger was capable of (but without
control, boost would change with altitude).
BOOST CUT-OUT
OVERRIDE
Although it is hard to find references on this, it

is easy to see how the BCO could become an
unofficial emergency power switch. A pilot
could pull it and try for a bit more boost than
the rated 6.25psi, and hopefully get a bit more
power without damaging the engine.
127
PART 8: ENGINE
MANAGEMENT
Carburettor Heat Control
CARBURETTOR HEAT
The carburettor heat is a system used

in
automobile
and
pistonpowered light aircraft engines to
prevent or clear carburetor icing. It
consists of a moveable flap which
draws hot air into the engine intake.
The air is drawn from the heat stove, a
metal plate around the (very
hot) exhaust manifold.
Access to Carb Heat Controls for each
engine are hard to see, so I
recommend mapping a key to each
one.
Set ON when you fly at less than +3.5
boost and air temperature is under 15
deg C or when you are flying above
2,500 ft, OR in conditions of high
humidity or cold weather.
Set OFF when you fly at more than
+3.5 boost (or during engine start,
128
takeoff and landing).
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
110
260
135
140
85
A max climb rate of 1000-1500 ft/min

is recommended. Anything higher will
overheat your engines.
For more information on either
aircraft or engine performance,
consult the 2nd Guards Composite
Aviation
Regiment
Operations
Checklist. It is a fantastic resource (link
below).
https://dl.dropboxusercontent.com/u/20586543/
CLIFFS%20OF%20DOVER%20Operations%20Chec
klist.pdf
129
130
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
Fuel planning will be further elaborated in the

BOMBING TUTORIAL section.
131
132
PART 9: AIRCRAFT
PERFORMANCE

you are going.
133

1.
2.
3.
4.
Parallel lines
(must be
aligned with T)
White T facing
the Red N
3
Gyro heading
(281)
2
Magnetic
Compass
Heading (271)
134

by a compass.
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TUTORIAL
BOMBING TUTORIAL - INTRO
Bombing is one of the most complex and rewarding features of flight

simulators. The bomber pilot has a thankless job, yet bombing is an
art form in itself.
This tutorial will be for high-altitude bombing as it encompasses all
aspects of bombing and navigation.
Bombers should work as a team. Not only with other bombers, but
with fighter escorts as well to keep them alive.
The mind of a bomber pilot is a patient and organized one. If you fail
to plan your mission properly, you certainly plan to fail and end up
in a smoldering pile of ashes.
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TUTORIAL
A bombing operation can be separated in 6 phases:

1.
2.
3.
4.
5.
6.
Planning the mission

Takeoff and assembly of bomber force
Rendezvous with fighter escorts
Fly to target
Bombing run
Return to Base
We will explore phases 1, 4 and 5 together.
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TUTORIAL
BOMBING TUTORIAL PHASE 1: PLANNING THE MISSION

Before you even take off, you need to make sure you know the
following:
1.
2.
3.
4.
5.
6.
7.
8.
Where am I?
Where am I going?
How much fuel do I need?
What am I doing?
How am I doing it?
What can help me?
What can kill me?
How do I get home?
Once you have all that stuff figured out, THEN you can takeoff.
The following example will show you a typical mission planning.
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WHERE AM I? WHERE AM I GOING?
Reading the bomber objectives

always helps to find a high-priority
target.
You can look at the bombing
objectives in the mission briefing
(can be accessed via aircraft selection
menu or by right-clicking, opening
the map, right-clicking on the map
and choosing Briefing).
Le Havre will be our target for today
and we will be spawning from
Shoreham.
Read bomber objectives and pick your targets. For instance:

Le Havre is located in grid AO05.9, which means it is located
in the upper-right corner of the Alpha-Oscar 05 grid square.
.9 is the location in the square based on the referential of a
numpad for the designated grid square (1 is lower left, 5 is
center, 9 is upper right).
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PART 11: BOMBING

TUTORIAL

Good! We now have a target (Le Havre
airfield), and we decided that we would
spawn at Shoreham.
Now, it is time to figure out how we get
there and drop them cabbage crates.
We need a heading and a distance.
Open your map and select (left click)
your Protractor tool to obtain your
heading to target.
Home Base
Target
Left-Click on the
protractor icon.
While map is selected, open up

your Tools menu (right click) and
use your protractor to find the
correct heading.
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PART 11: BOMBING

TUTORIAL

1) Click and hold left mouse button on Shoreham and
drag a vertical line. Once line is parallel with the
North, release mouse button.
2) Click and hold left mouse button on Shoreham and
drag a line to Le Havre Airfield. Once line is crossing
the center of the airfield icon, release mouse
button.
3) A heading number should pop next to Shoreham.
Remember this number. In our case, we get 169
degrees.
4) In case your target is West (to the left) to your
home base, the number that pops up will not be
your heading. The proper heading will be 360
minus the number that popped up. In our case, the
proper heading will be a 169 Geographic (map)
Heading.
5) Since the heading we obtained on the map is
geographic and not magnetic, the magnetic course
we will need to follow on our compasses is 169 +
10 = 179 deg. This is the heading we will follow on
our magnetic compass. We added 10 degrees to
take into account magnetic declination as shown in
previous compass navigation tutorial.
Step 1
Heading
169?
Step 2
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TUTORIAL

We now know our target: Le Havre. We must know how high it is to take into account target
elevation when we will be bombing.
You can use the LOFTE tool available on ATAG:
theairtacticalassaultgroup.com/utils/lotfe7.html
A tutorial on how to use this tool is available in Chucks Blenheim High Altitude Bomber Guide 2.0
available here:
https://dl.dropboxusercontent.com/u/20586543/High-Altitude%20Bombing%20Guide%202.0.pdf
One quicker way to do it is to get the airfields altitude directly from the list on the next page
made by Ivank.
LOFTEs values tend to vary from point to point: values you get from this tool are an
approximation that must sometimes be taken with a grain of salt.
Le Havres altitude in the table is 96 m (314 ft), while on the LOFTE tool it is 79 m (240 ft).
Because my example is recycled from a previous guide using the LOFTE tool to get the
altitude, (and since Im too lazy to bother changing it) we will use a target elevation of 79 m
for Le Havre.
142
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TUTORIAL
PART 11: BOMBING

TUTORIAL

HOW MUCH FUEL DO I NEED?
The heavier you are, the slower you are and the more
vulnerable you are.
MAX RANGE
Calculating your required fuel is easy.

We know our max range for Max Takeoff weight (@ 60%
fuel) is about 300 miles.
Use the Map Tool Ruler to get our targets range. Le

Havre is about 100 miles away from Shoreham. Since we
plan to return to base, we add another 100 miles. We can
add about 15 miles for loitering time, assembly and
rendezvous with fighters. We have a grand total of 215
miles.
To fly for 215 miles at 2400 RPM at 240 mph, we simply
multiply our max takeoff fuel load (60 %) by the ratio of
the distance we need to fly on the maximum range @
max takeoff weight (300 miles):
60 % * 215 miles / 300 miles = 43 % fuel. That is what we
need.
The Blenheim has 4 fuel tanks: 2 inner

tanks (which are filled first) and 2 outer
tanks. With a full bomb load (1000 lbs),
the maximum fuel load you can carry is
about 60 % (approx. 280 gal, so just about
enough to completely fill your inner tanks
without having to use fuel for the outer
ones).
With Full Rich (strong) mixture for a boost
setting of +3.5 PSI and a RPM of 2400, you
consume approx. 112 gals/hour. Assuming
you are going at 240 mph in level flight (a
fairly reasonable assumption), you can fly
for about 2.5 hours at MAX Takeoff Weight.
This means that you have a range of about
300 miles, or about 480 km.
Left click and drag

from point A to point
B to get a distance.
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TUTORIAL

WHAT AM I DOING?
Now that we know where we are and where we are going and how much fuel we need, we need to
know what we will be doing.
We will load up 4 X 250 lbs bombs with 1 sec fuse. See the Weapons and Armament section to know
more.
Our bombing altitude will be 17,000 ft. We could go as high as 24,000 if we wanted to.
Why do we ask ourselves this question? Simply because the challenge of a bomber pilot is the sheer
workload behind it. You are doing by yourself the task that took two dedicated guys or more to do.
Therefore, our goal is to reduce the workload as much as possible by doing as much as we can on the
ground so we can concentrate on whats going on during the flight rather than prepare our
instruments in a hurry.
In a bomber flight, generally half the guys do not know how to use a bomb sight: they simply drop
their bombs on the bomber leads command. Keep in mind that having a bomber lead is not enough
to have a proper mission: fighter interceptors always go for the bomber lead because odds are that he
is the most experienced bomber pilot. Good bomber operations generally have a second or a third
leader to take No. 1s place in case he gets shot down or runs into engine trouble.
If you have 9 guys flying for an hour to get to a target that are waiting on your command to drop their
bombs, you better make sure that you know where youre aiming
Therefore, it is important to know at what speed and what altitude you plan to do your bomb run so
you can set up your bombsight in advance. I usually set my bombsight when I am on the ground. This
way, you just need to make small adjustments when you get to target rather than set everything up in
a hurry.
You will need your target elevation to set up your bombsight properly.
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TUTORIAL

HOW AM I DOING?
Here is why you need to take into account target elevation in your bombsight:
Pressure altitude and Height are related to one another, but keep in mind that they are two
completely different things.
Height is the vertical physical distance between your aircraft and the ground. Pilots often
refer to height as AGL (Above Ground Level).
Pressure altitude is the altitude measured using a pressure datum reference. Pilots often
refer to altitude as AMSL (Above Mean Sea Level). Pressure Altitude reading can vary
based on meteorological conditions.
Bombsight height setting can be determined by simply reading the altimeter and
substracting the target elevation (assuming the altimeter pressure altitude was set correctly
for the pressure conditions in Home Base).
The bombsight height, in our case will be our altimeter altitude (17,000 ft) minus the target
elevation (240 ft). The bombsight height will have to be set at more or less 16,760 ft. Keep
in mind that the altitude can change due to many factors and that your bombsight height is
AGL, and will always require you to substract target elevation to be accurate.
146
PART 11: BOMBING

TUTORIAL

HOW AM I DOING IT?
ALTITUDE: 17,000 ft AMSL

ABOVE SEA LEVEL
The bombsight height, in our case will be our altimeter altitude (17,000 ft)
minus the target elevation (240 ft). The bombsight height will have to be set
at more or less 16,760 ft. Keep in mind that the altitude can change due to
many factors and that your bombsight height is AGL (above ground level),
and will always require you to substract target elevation to be accurate.
BOMBSIGHT HEIGHT
16,760 ft AGL
NOTE: the max bombsight altitude for the Blenheim IV is 20,000 ft.
TARGET ELEVATION: 240 ft
SHOREHAM
ALTITUDE: 0 ft AMSL
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
LE HAVRE
ALTITUDE: 240 ft AMSL
147
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
Caution: our altitude and speed set on the bombsight will not be the values
read on the altimeter and airspeed indicators.
We have already seen why the bombsight height must be the altitude value
read on the altimeter minus the target elevation.
Indicated Airspeed (IAS) is the speed you read on your airspeed indicator. It
is driven by your Pitot tube and a barometric static port. Air pressure varies
with altitude (the higher you go, the less air there is). IAS is corrected for the
surrounding air pressure but not for air density.
True Airspeed (TAS) is indicated airspeed corrected to take into account air
density (which, like we said, depends on your current altitude).
The bombsight requires a True Airspeed input, not an indicated airspeed.
Fortunately, there is an interpolation table available in the Cliffs of Dover
manual to help you get an approximation of TAS. We will see how to use this
table in the next page.
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PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
We will aim for an indicated airspeed (IAS) of 200 mph (read on the airspeed gauge) at an altitude of 16,760 ft.
1) Pick the appropriate row

for IAS (200 mph)
2) Pick the appropriate columns
for nearest altitudes (16,000
and 18,000 ft)
3) Take note of the TAS values in
the table 255 mph and 263
mph)
4) Because the TAS values are
close enough and that
bombsight airspeed only goes
into increments of 10, we can
approximate the resulting TAS
value to approx. an average
value of 260 mph. It is
not the exact value, but in our
case, it should work.
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TUTORIAL
PRESUME ONE FACTOR, ALTITUDE OR TAS, IS CORRECT

AND THE OTHER INCORRECT. BOMB TRAJECTORY WILL BE
AFFECTED.
ALL BOMBSIGHTS IN THE SIM USE TRUE AIRSPEED (TAS).
DO NOT CONFUSE TAS WITH IAS INDICATED AIRSPEED,
WHICH IS WHAT YOU READ ON YOUR INSTRUMENTS.
1.
2.
INPUT TAS TOO LOW, PLANE IF FLYING FASTER

THAN INPUT AIRSPEED
INPUT ALTITUDE TOO LOW, PLANE IS FLYING
HIGHER THAN INPUT ALTITUDE
1.
2.
INPUT TAS TOO HIGH, PLANE IF FLYING

SLOWER THAN INPUT AIRSPEED
INPUT ALTITUDE TOO HIGH, PLANE IS
FLYING LOWER THAN INPUT ALTITUDE
TARGET
150
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
Be smart: set up your bombsight in advance (set airspeed and altitude at which you want to bomb) while you are still on the ground. This will
save you time and trouble. In our case, we will enter a bombsight airspeed of 260 mph and an altitude of 16,760 ft.
1.
2.
3.
4.
5.
6.
7.
AIRSPEED INDICATOR
(IAS)
ALTIMETER (AMSL)
DIRECTIONAL GYRO
BOMBSIGHT AIRSPEED
INPUT (TAS)
BOMBSIGHT ALTITUDE
INPUT (AGL)
BOMB DISTRIBUTOR
MODE (SALVO/SINGLE)
DROP BOMBS
151
PART 11: BOMBING

TUTORIAL

WHAT CAN HELP ME OR KILL ME? HOW DO I GET HOME?
WHAT CAN HELP ME OR KILL ME?

Know where your enemy patrol routes are, where battles usually take place and avoid these
places when you are doing your flight plan.
Give fighter escorts a rendezvous point so they can link up with you and protect you.
HOW DO I GET HOME?

In our case, we will simply do a 180 once we dropped our bombs and head back home.
152
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
EXPLAINING THE AUTOPILOT
Once we have taken off, we will follow a heading of 179 to Le Havre.

You can use the compass traditionally to fly there manually, but you
can also use the auto-pilot.
The auto-pilot in the Blenheim is very similar to the one used in
German bombers.
In order to use the auto-pilot and know where you are going, you
will need to set up your magnetic compass and directional gyro
differently than shown in the P-8 tutorial section.
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PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
79.
Set your course setter on
your magnetic compass
to a heading of 179.
Align your aircraft until
the two parallel lines
with the white T are
facing the red N on your
compass. Once the T and
the two // lines are
parallel to each other,
you are on course.
Correct heading
White T facing
the Red N
154
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
There are two auto-pilot modes: Course Mode and Mode 22. Make sure you have
mapped keys to cycle through these modes.
155
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
If you wish to control your aircraft while auto-pilot is engaged, you must do so by increasing or
decreasing your directional gyro (make sure you have proper keys mapped first).
Note: decreasing gyro will make the aircraft steer

to the right, increasing gyro will make it steer to
the left. Plan your keys accordingly or you might
think your auto-pilot is drunk.
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PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
Course Mode is a mode where auto-pilot takes over rudder control to make your
aircraft travel following a given heading. You still have control over ailerons and
elevator. Course mode is generally used when climbing or descending. In this mode,
climb rate is better controlled through elevator trim rather than pure elevator input.
Mode 22 (Straight n Level) is a mode where auto-pilot takes over rudder, elevator
and aileron controls to make your aircraft travel following a given heading. You will
have no control over any of your control surfaces. Mode 22 is used when cruising or
when level-bombing as this mode will want to make you stay level at a given
heading.
Note: Mode 22 will often make your aircraft go into a dive (-1000 ft/min approx) for
approximately 1 minute. It is normal: the aircraft will try to gain speed in the
process. You should lose from 1000 to 2000 ft after Mode 22 is engaged. The climb
rate will eventually stabilize to 0. If you intend on bombing the target from 18000
ft, make sure you are 1000-2000 ft higher before you engage Mode 22.
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TUTORIAL
BOMBING TUTORIAL
The auto-pilot works in a peculiar way since it is derived from the german auto-pilot code: the auto-pilot will
consult your directional gyro, read your current heading and automatically steer the aircraft towards a gyro
heading of 0. This 0 is not true North: it is your job to increase of decrease the directional gyro to make sure
that your aircraft will be going on course. Usually, we set the course setter to find true North, and then we
adjust the gyro to the value read on the compass. In this case, we are doing the opposite.
If set at 0, your
aircraft will be
going straight.
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PART 11: BOMBING

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BOMBING TUTORIAL
Steps to set auto-pilot on a given course (179 in our case)

1. Fly the aircraft to make sure you are going into the correct heading
179 by consulting your magnetic compass (explained previously). Do
not engage auto-pilot yet.
2. Once you are on course, increase or decrease your directional gyro
to set it to 0.
3. Once gyro reads 0, engage desired auto-pilot mode. The aircraft
will behave differently based on the mode, but should continue
going into your desired heading.
4. If your gyro does not indicate 0, the auto-pilot will steer the aircraft
until the gyro reads 0.
5. You can make heading adjustments using your increase/decrease
gyro keys mapped earlier. It gives you much better authority and
precision when making course corrections. Keep an eye on the
magnetic compass to make appropriate course corrections.
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PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
BLENHEIM AUTOPILOT OPERATION TABLE
STEP
ACTION
MAGNETIC
COMPASS
SET A COURSE TO DESIRED HEADING USING THE COURSE SETTER
ALIGN AIRCRAFT WITH COURSE SETTER BY CONSULTING THE

MAGNETIC COMPASS (WHITE T).
WHEN AIRCRAFT IS ALIGNED WITH COURSE SETTER,

DIRECTIONAL GYRO TO 0 USING THE BOTTOM KNOB.
ENGAGE DESIRED AUTOPILOT MODE (COURSE MODE OR MODE 22)
WHEN AUTOPILOT IS ENGAGED, STEER AIRCRAFT USING THE

AUTOPILOT RIGHT OR AUTOPILOT LEFT CONTROLS FOR BIG
CORRECTIONS. STEER AIRCRAFT USING THE DIRECTIONAL GYRO
INCREASE/DECREASE CONTROLS FOR SMALL COURSE CORRECTIONS.
USING THE DIRECTIONAL GYRO IS USUALLY A BETTER WAY TO USE
THE AUTOPILOT AS THE PILOT HAS BETTER CONTROL OVER HIS SHIP.
SET
DIRECTIONAL
GYRO
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PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
BOMBSIGHT
BLENHEIM BOMBSIGHT OPERATION TABLE

HIGH ALTITUDE LEVEL BOMBING
STEP ACTION
1
ENGAGE AUTO-PILOT IN MODE 22 WHEN YOU HAVE SIGHT ON

TARGET AND YOU ARE ALIGNED WITH IT. (SEE AUTOPILOT TABLE)
SELECT BOMB DISTRIBUTION MODE (SALVO/SINGLE).
CHECK AIRSPEED AND ALTITUDE IN THE BOMBARDIER SEAT.
CONVERT READ INDICATED AIRSPEED INTO TRUE AIRSPEED AND

USE THIS VALUE FOR BOMBSIGHT AIRSPEED INPUT.
CONVERT ALTITUDE INTO HEIGHT (READ ALTITUDE MINUS

TARGET ELEVATION) AND USE THIS VALUE FOR BOMBSIGHT
ALTITUDE INPUT.
STEER THE AIRCRAFT USING THE DIRECTIONAL GYRO (SEE

AUTOPILOT TABLE) UNTIL THE BOMBSIGHT RETICLE IS ON
TARGET.
DROP ORDNANCE.
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TUTORIAL
BOMBING TUTORIAL
OTHER USEFUL COMMANDS
(APPLICABLE TO BLENHEIM)
DROP BOMBS
SWITCH CREW POSITION

(BOMBARDIER/PILOT)
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
COURSE AUTO-PILOT MODE - PREVIOUS
COURSE AUTO-PILOT MODE NEXT
COURSE AUTO-PILOT
ADJUST COURSE LEFT
L_CTRL+A
COURSE AUTO-PILOT
ADJUST COURSE RIGHT
L_CTRL+S
This layout is created with ease of access in mind. Bombsight altitude, velocity and wind
correction are already clickable on the sight itself. This layout should allow the user to go
through everything he needs set up instinctively following the numpad from 0 to 9.
CAUTION: MAKE SURE THERE ARE NO CONFLICTS BETWEEN THESE

KEYS AND OTHER CONTROLS. YOU WILL HEAR A PING WHEN
YOU MAP A CONTROL IF THERE IS SUCH A CONFLICT.
CHUCKS BOMBER NUMPAD

(APPLICABLE TO BLENHEIM)
NUM
INCREASE
DIRECTIONAL
GYRO
DECREASE
DIRECTIONAL
GYRO
DECREASE
COURSE
SETTER
BOMB
DISTRIBUTOR
MODE PREVIOUS
BOMB
DISTRIBUTOR
MODE NEXT
TOGGLE BOMB
DISTRIBUTOR
SHORT DELAY
INCREASE
COURSE
SETTER
DECREASE BOMB
DISTRIBUTOR
DELAY
INCREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
SIGHT
DISTANCE
ENTER
DECREASE
BOMB SALVO
QUANTITY
INCREASE
BOMB SALVO
QUANTITY
DECREASE
SIGHT
DISTANCE
TOGGLE
BOMBSIGHT
AUTOMATION
SELECT BOMB BAY PREVIOUS
SELECT BOMB
BAY NEXT
162
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
So here is a quick reminder:
ON THE GROUND
1. Set your predicted bomb run altitude and airspeed in your bombsight while on the
ground.
2. Select desired distributor release mode (Salvo? Single?).
3. Unlike german bombers, you do not need to ARM your bombs. Just fly to target.
5.
6.
7.
IN THE AIR
Find target and reach targeted altitude and airspeed
Follow steps detailed in the BOMBSIGHT OPERATION TABLE.
Thanks to all the work you did on the ground, you will see that there is not a whole lot
to do in previous step apart from putting your bombsight cursor on the target, adjust
slightly bombsight airspeed & altitude and drop bombs when you are on target.
8. Go home for tea and figgy duffs.
163
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
We had set our bombing altitude to 17000 ft. Reach 19000 ft

and engage Mode 22 auto-pilot mode as seen in Phase 4.
Make sure you have a correct heading. You should lose roughly
1000-2000 ft and gain back some airspeed: it is normal.
Use these airspeed and altitude values and

find the bombsight height and True Airspeed
values as previously shown.
Target is Le Havre Airfield

(hidden by the cloud)
164
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
Switch to Bombardier position and set your bombsight altitude and airspeed values to
those you read on your instrument panel. Remember to adjust these values for TAS (260
mph) and AGL (16,760) as shown in the Planning Phase of the tutorial.
Make necessary course corrections with gyro input until you are aligned with your target.
Select desired bomb distribution mode
Lean to bombsight (same as lean to gunsight button) and align your bombsight reticle
with your target.
Drop your bombs and enjoy the fireworks.
Bombsight reticle:
Bombs should
land there.
165
166
167
TABLE OF CONTENT TIGER MOTH

PART 6: TAKEOFF
PART 7: LANDING
168
The de Havilland DH.82 Tiger Moth is a 1930s biplane designed by Geoffrey de

Havilland and was operated by theRoyal Air Force (RAF) and others as a primary trainer. The
Tiger Moth remained in service with the RAF until replaced by the de Havilland Chipmunk in
1952, when many of the surplus aircraft entered civil operation. Many other nations used the
Tiger Moth in both military and civil applications, and it remains in widespread use as a
169
recreational aircraft in many countries.
One distinctive characteristic of the Tiger Moth design is its

differential aileron control setup. The ailerons (on the lower wing only) on
a Tiger Moth are operated by an externally mounted circular bellcrank,
which lies flush with the lower wing's fabric undersurface covering.
This circular bellcrank is rotated by metal cables and chains from the cockpit's control
columns, and has the externally mounted aileron pushrod attached at a point 45 outboard
and forward of the bellcrank's centre, when the ailerons are both at their neutral position.
This results in an aileron control system operating, with barely any travel down at all on the
wing on the outside of the turn, while the aileron on the inside travels a large amount
170
upwards to counteract adverse yaw.
The DH.82 is still occasionally used as a primary training aircraft,

particularly for those pilots wanting to gain experience before
moving on to other tailwheel aircraft, although most Tiger Moths
have a skid. Many are now employed by various companies
offering trial lesson experiences. Those in private hands generally
fly far fewer hours and tend to be kept in concours condition. The
de Havilland Moth club founded 1975 is now a highly organized
owners' association offering technical support and focus for Moth
enthusiasts.
171
Numerous examples of the Tiger Moth are still flying today (an estimated
250). The number of airworthy Tiger Moths has increased as previously neglected
aircraft (or those previously only used for static display in museums) have been
restored.
172
(Unit)
DH.82A
TIGER MOTH II
TEMPERATURES
Water Rad Min
Max
Deg C

Max
Deg C
N/A
N/A

De Havilland Gypsy Major I
73 octane fuel
Engine & Fuel grade

Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
Normal Operation/Cruise RPM

Manifold Pressure
RPM
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG

RPM @ km
RPM

UK: PSI
GER: ATA
ITA: mm HG
RPM
Landing Approach Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
Notes and Peculiarities
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
2350
See
RPM Gauge
2100
See
RPM Gauge
2000
See
RPM Gauge
2100
See
RPM Gauge
2350
See
RPM Gauge
2350
See
RPM Gauge
Min Oil Press
35 psi
Max Oil Press
45 psi
173

FAMILIARIZATION
CREW MEMBERS
FLIGHT INSTRUCTOR
(CO-PILOT)
STUDENT PILOT
174

FAMILIARIZATION
DH.82 TIGER MOTH
FRONT SEAT
INSTRUCTOR
175

FAMILIARIZATION
DH.82 TIGER MOTH
FRONT SEAT
INSTRUCTOR
IF YOU ARE FLYING THE TIGER MOTH SOLO, DO NOT GO INTO THE
INSTRUCTOR SEAT WHILE YOU ARE IN THE AIR: THE AI WILL SIMPLY
CRASH YOU INTO THE GROUND.
IF YOU WANT TO FLY WITH SOMEONE ONLINE, DO THE FOLLOWING:
1)
2)
3)
STUDENT PILOT SPAWNS IN A TIGER MOTH.

INSTRUCTOR CLICKS ON THE FACTION FLAG TO SELECT A
MULTIPLAYER SLOT.
INSTRUCTOR SELECTS CO-PILOT SEAT, CLICKS FLY AND SPAWNS.
176

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
ARTIFICIAL
HORIZON
THROTTLE
OIL PRESSURE
(PSI)
MIXTURE
FWD: RICH
AFT: LEAN
P-8 MAGNETIC
COMPASS &
COURSE SETTER
177

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
AIRSPEED
INDICATOR
(x 10 MPH)
TURN & BANK

SIDE SLIP
INDICATOR
RPM (x 100)
SPEED LIMITS
ALTIMETER
LONG NEEDLE: x 100 ft
MEDIUM THICK NEEDLE: x 1000 ft
SHORT THIN NEEDLE: x 10000 ft
BOTTOM KNOB SETS QFE
RPM LIMITS
178

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
ELEVATOR TRIM
INDICATOR
ELEVATOR TRIM
LEVER
179

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
INTERESTING FACT:
It seems that the fuel gauge for the Tiger Moth didnt have any graduations.
Therefore, the pilot would simply look at the gauge and guess how much fuel was
left. The picture on the right shows a gauge with 15 liters left. Since there are no
graduations or units on the gauge, my educated guess is that the label displayed is
the fuel quantity in liters since the Russian developers like to work with the metric
system.
FUEL GAUGE
IN-GAME CAPACITY: 60 L (13 GAL)
REAL-LIFE CAPACITY: 83 L (19 GAL)
180

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
FUEL COCK
181

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
AIRSPEED INDICATOR
(IN MPH)
RED INDEX IS THE STALL SPEED.

AVOID IT!
LEADING EDGE SLAT

UNLOCKED
(UNLOCKED POSITION)
LEADING EDGE SLAT LOCK

(LOCKED POSITION)
TO LOCK OR UNLOCK
THE SLATS, YOU NEED
TO LEFT CLICK AND
DRAG ON THE LEVER.
182

FAMILIARIZATION
SLAT (DEPLOYED)
SLAT (DEPLOYED)
LEADING EDGE SLATS ARE

AUTOMATICALLY
DEPLOYED
WHEN YOU ARE TURNING AT
LOW SPEEDS. HOWEVER, YOU
NEED TO MAKE SURE THAT THE
SLATS ARE UNLOCKED. IF THEY
ARE LOCKED, THE SLATS WILL
NOT DEPLOY.
183

FAMILIARIZATION
FUEL GAUGE
STRUTS
CONTROL CABLES
184

FAMILIARIZATION
DH.82 TIGER MOTH
BACK SEAT
STUDENT
RPM LIMITS
IDLE: 800-900
CRUISE: 1900-2050
MAX (5 MIN): 2350
OIL PRESSURE
NORMAL: 40-45 PSI
MINIMUM: 35 PSI
MAGNETO # 2
MAGNETO # 1
AIRSPEED LIMITS
STALLING: 45 MPH
CLIMB: 66 MPH
CRUISE: 94 MPH
185

FAMILIARIZATION
CRITICAL COMPONENTS
FUEL TANK
STRUTS
WING SPARS
CONTROL
CABLES
1. D.H. Gipsy Major I Engine

2. Fixed Pitch Wooden Propellor
3. Fuel Tank (19 gallons)
4. Fuel Filler Point
5. Fuel Contents Gauge
6. Fuel Supply Pipe
7. Automatic Slats
8. Pitot Head
9. Intercom. Speaking Tube
10. Hinged Cockpit Side Panels
11. Dual Flying Controls
12. Sponge Rubber Padding
13. Welded Aluminium Seats
14. Luggage Locker Access Door
15. Plywood Decking
16. Anti-Spin Strakes
17. Steerable Tail Skid
18. Tailplane Bracing Tube
19. Fabric Covering
20. Luggage Locker
21. Welded Steel Tubing
22. Walkway
23. Divided Axle Type Undercarriage
24. Aileron Sprocket Housing
25. Spruce Spars and Ribs
26. Light Alloy Tip
27. Bracing Wire Spreader Bars
28. Oil Tank (2.1 gallons)
29. Oil Tank Filler
30. Rear View Mirror 186

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
187

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
Wheel Chocks
ESSENTIAL
View-Position #1, # 2
L_ALT+1, L_ALT+2
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
NUMPAD - (CUSTOM)
I by default
ESSENTIAL
Joystick & Rudder Pedal axes
ESSENTIAL
Trim controls (elevator)
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
throttle
Throttle axis
toggle canopy/hatch
ESSENTIAL
ESSENTIAL
increase mixture
ESSENTIAL
decrease mixture
ESSENTIAL
bail out
Toggle Independent Mode (allows you to use/hide mouse
cursor and take control of your gun)
Deploy / Retract Leading Edge Slats (Lock)
ESSENTIAL
F10
ESSENTIAL
188
PART 5: WEAPONS AND

ARMAMENT
The Tiger Moth was a trainer: not a fighter. There are no weapons on
this plane in the current version of the game.
189
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified
in the sim.
1. Open fuel cock (ON)
2. Ensure that mixture is set to fully rich.
3. Crack throttle half an inch forward.
4. Turn both magnetos ON
7. Wait for oil pressure to reach at least 35 psi.
8. Taxi to the runway.
9. Make sure you are facing yellow panels on the runway. This means you are
facing the right direction for takeoff.
10. Perform last takeoff checks: Hatch closed, good mixture, and good oil pressure.
11. Gradually throttle up. Compensate for engine torque and wind using right
aileron and rudder pedals to keep the aircraft straight. Slightly push the control
column forward to lift the tail.
12. Rotation is at 55 mph.
13. Unlock automatic leading edge slats and set RPM to 2100 max for climb.
190
PART 7: LANDING

1500 ft.
2. RPM set as required to maintain speed.
3. You do not need to deploy your landing gear:
it is fixed!
7. There are no brakes on the Tiger Moth. Just
cut throttle until you come to a stop.
191
PART 8: ENGINE
MANAGEMENT
The de Havilland Gipsy Major or Gipsy IIIA is a four-cylinder, air-cooled, inline engine used in a variety of
light aircraft produced in the 1930s, including the famous Tiger Moth biplane. Many Gipsy Major engines still
power vintage aircraft types worldwide today. The engine was a slightly modified Gipsy III, which was
effectively a de Havilland Gipsy engine modified to run inverted so that the cylinders pointed downwards
below the crankcase. This allowed the propeller shaft to be kept in a high position without having the
192
cylinders blocking the pilot's forward view over the nose of the aircraft.
PART 8: ENGINE
MANAGEMENT
One initial disadvantage of the inverted configuration was the high oil consumption (up to four pints per hour)
requiring regular refills of the external oil tank, this problem improved over time with the use of modified piston
rings. The advent of World War II cut short all civilian flying and after the war de Havilland was too busy
concentrating on jet engines to put much energy into its piston engines. The Gipsy did not go without a fight
though. In Canada the Gipsy Major was the engine of choice for the DHC1 Chipmunk trainer, which later
replaced the Tiger Moth in the RAF. By that time however, the Gipsy Major was eclipsed by the Blackburn
Cirrus Major in Britain and the American Lycoming and Continental horizontally opposed engines abroad (in a
twist of irony, the Blackburn itself was based on Frank Halfords old ADC Cirrus engine of which Blackburn had
bought the licence in 1934). In its final supercharged form, the Gipsy Major used in helicopter applications
193
delivered 220 hp (164 kW).
PART 8: ENGINE
MANAGEMENT
ENGINE MANAGEMENT IN THE TIGER MOTH IS VERY

SIMPLE. YOU JUST NEED TO CONTROL YOUR
THROTTLE AND MONITOR YOUR RPM. THE
PROPELLER HAS A FIXED PITCH, AND THERE ARE NO
WATER RADIATOR CONTROLS
RPM LIMITS
IDLE: 800-900
CRUISE: 1900-2050
MAX (5 MIN): 2350
OIL PRESSURE
NORMAL: 40-45 PSI
MINIMUM: 35 PSI
194
195
PART 8: ENGINE
MANAGEMENT
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
50-55
160
66
55
50
The aircraft is quite easy to fly and very

forgiving, however it only has ailerons on
the bottom wing so its roll rate is not
quite as quick as other biplane aircraft.
For more information on either aircraft or
engine performance, consult the 2nd
Guards Composite Aviation Regiment
Operations Checklist. It is a fantastic
resource (link below).
https://dl.dropboxusercontent.com/u/20586543/CLI
FFS%20OF%20DOVER%20Operations%20Checklist.p
df
196
197
PART 9: AIRCRAFT
PERFORMANCE
198
PART 9: AIRCRAFT
PERFORMANCE

Using the magnetic compass is quite useful to know where you
are going.
Unlike modern British fighters like the Spitfire and the
Hurricane, the Tiger Moth is not equipped with a directional
gyro. What you have instead is a simple compass indicating
magnetic north with a course setter allowing you to give you a
reference heading (that you set) to follow.
The magnetic compass is slow to respond after violent
manoeuvers. This is one of the real life drawbacks of this
system.
199
P-8 MAGNETIC COMPASS

The white T indicates magnetic north. You can use the course setter to help you reach a certain heading.
For that, you need to deduce your geographical heading based on your magnetic heading (shown by
compass). Here is an example:
1) You want to go to a geographic heading of 006. You need to take into account magnetic declination.
This means that we want to go to a magnetic heading of 006 + 010 degrees = 016
2) Set the course setter to 016 (magnetic heading). Steer the aircraft until the white T is facing the red N
and is parallel to it.
3) When you are properly aligned (as shown on following picture), this means that you are on course.
You are heading towards a REAL geographical heading of 006 by following a magnetic heading of 016.
White T facing
the Red N
Parallel lines
(must be
aligned with T)
200

by a compass.
201
202
MESSERSCHMITT BF.109 EMIL
TABLE OF CONTENT BF.109

PART 6: TAKEOFF
PART 7: LANDING
PART 10: NAVIGATION
204
The first rule in air combat is to master your machine before you even
think about entering combat. Unlike todays modern fighter jets,
WWII piston engines required pilot input in order to operate within
The Messerschmitt Bf.109 was a German World War II fighter

aircraft designed by Willy Messerschmitt and Robert Lusser during
the early to mid-1930s. The "Bf 109" designation was issued by the
German ministry of aviation and represents the developing company
Bayerische Flugzeugwerke (at which the engineer Messerschmitt led
the development of the plane) and a rather arbitrary figure.
205
The first major redesign since the early underpowered variants came with the E
series, including the naval variant, the Bf 109T (T standing for Trger, or carrier).
The Bf 109E, or "Emil", introduced a number of structural changes in order to
accommodate the heavier, but significantly more powerful 1,100 PS (1,085 HP)
Daimler-Benz DB 601 engine, heavier armament and increased fuel capacity.
Later variants of the Es introduced a fuselage bomb rack or provision for a long-range, standardized 300 litre (79 US
gallon) drop-tank, and used the DB 601N engine of higher power output. The 109E first saw service with the "Condor
Legion" during the last phase of the Spanish Civil War and was the main variant from the beginning of World War II until
mid-1941 when the 109F replaced it in the pure fighter role. From the end of 1941, the Bf.109 was steadily being
supplemented by the superior Focke-Wulf Fw 190.
206
It was one of the first truly modern fighters of the era, including such features as allmetal monocoque construction, a closed canopy, a retractable landing gear, and was powered
by a liquid-cooled, inverted-V12 aero engine.
207
Originally conceived as an interceptor, later models were developed to fulfill multiple tasks, serving
as bomber escort, fighter-bomber, day-, night-, all-weather fighter, ground-attack aircraft, and
as reconnaissance aircraft. It was supplied to and operated by several states during World War II, and
served with several countries for many years after the war.
The Bf.109 was the most produced

fighter aircraft in history, with a total of
33,984 airframes produced from 1936
up to April 1945.
208
(Unit)
Bf.109
E-1
Bf.109
E-1/B
Bf.109
E-3
Bf.109
E-3/B
Bf.109
E-4
Bf.109
E-4/B
Bf.109
E-4/N DERATED
Bf.109
E-4/N
Deg C
40
100
40
100
40
100
40
100
40
100
40
100
40
100
40
100
Deg C
40
105
40
105
40
105
40
105
40
105
40
105
40
105
40
105
DB601 A-1
B-4 87 octane
DB601 A-1
B-4 87 octane
DB601 A-1
B-4 87 octane
DB601 Aa
B-4 87 octane
DB601 A-1
B-4 87 octane
DB601 Aa
B-4 87 octane
DB601 N-1 DERATED

C-3 100 octane
DB601 N-1
C-3 100 octane
2400
2400
2400
2400
2400
2400
2600
2600
1.3
1.3
1.3
1.3
1.3
1.3
1.35
1.35
2300
30 min MAX
1.23
2300
30 min MAX
1.23
2300
30 min MAX
1.23
2300
30 min MAX
1.23
2300
30 min MAX
1.23
2300
30 min MAX
1.23
2400
30 min MAX
1.25
2400
30 min MAX
1.25
TEMPERATURES
Water Rad Min
Max
Max

Engine & Fuel Grade
Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
Combat RPM
RPM
2200
2200
2200
2200
2200
2200
2300
2300
UK: PSI
GER: ATA
ITA: mm HG
1.15
1.15
1.15
1.15
1.15
1.15
1.15
1.15
RPM
2400
2400
2400
2400
2400
2400
2600
2600
UK: PSI
GER: ATA
ITA: mm HG
RPM
1.3
5 min MAX
2500
1 min MAX
1.40
1 min MAX
1.3
5 min MAX
2500
1 min MAX
1.40
1 min MAX
1.35
5 min MAX
2500
1 min MAX
1.45
1 min MAX
1.3
5 min MAX
2500
1 min MAX
1.40
1 min MAX
1.35
5 min MAX
2500
1 min MAX
1.45
1 min MAX
1.35
5 min MAX

RPM @ km
1.3
5 min MAX
2500
1 min MAX
1.40
1 min MAX
1.35
5 min MAX
2600
1 min MAX
1.42
1 min MAX
2300
2300
2300
2300
2300
2300
2400
2400

Pressure
GER: ATA
ITA: mm HG
As required
As required
As required
As required
As required
As required
As required
As required
UK: MPH
GER-ITA: km/h
490
490
500
510
500
510
510
510
MANUAL PITCH
4 x MG17
NO CANNON
MANUAL PITCH
4 x MG17
NO CANNON
BOMB LOAD
MANUAL PITCH
2 x MG17
2 x MG/FF
NO
MINENGSCH.
MANUAL PITCH
2 x MG17
2 x MG/FF
NO MINENGSCH.
BOMB LOAD
AUTO PITCH
2 x MG17
2 x MG/FFM
MINENGSCH.
AUTO PITCH
2 x MG17
2 x MG/FFM
MINENGSCH.
BOMB LOAD
AUTO PITCH
2 x MG17
2 x MG/FFM
MINENGSCH.
NO WEP
AUTO PITCH
2 x MG17
2 x MG/FFM
MINENGSCH.
SAW LITTLE TO NO ACTION
Notes
UK: PSI
GER: ATA
ITA: mm HG
RPM
209
MG17 7.92mm
WING MACHINE GUNS
BF.109E-1
BF.109E-1/B
BOMB RACK
MG FF 20mm
WING CANNONS
(WITHOUT MINENGESCHO)
BF.109E-3/B
BF.109E-3
BOMB RACK
MG FF/M 20mm
WING CANNONS
(WITH MINENGESCHO)
BF.109E-4
BF.109E-4/B
MG FF/M 20mm
WING CANNONS
(WITH MINENGESCHO)
BF.109E-4/N
BOMB RACK
DERATED ENGINE
NO WEP
210
BF.109E-4/N-DeRated
MANUAL PROP PITCH
MANUAL PROP PITCH
BF.109E-1
BF.109E-3
BOMB PANEL
AUTOMATIC PROP PITCH
BF.109E-1/B
BF.109E-4
BF.109E-4/N
BF.109E-4/N DERATED
211

FAMILIARIZATION
BF.109E-4/B
212

FAMILIARIZATION
BF.109E-4/B
PITOT HEAT
HAND PUMP
DEPLOYED.
WATER RADIATOR
CONTROL CRANK
(MUST HOLD
RADIATOR BUTTON
TO OPEN IT)
213

FAMILIARIZATION
BF.109E-4/B
LEFT: FUEL PRESSURE (KG/M3)
RIGHT: OIL PRESSURE (KG/M3)
LANDING GEAR TOGGLE

(UP/NEUTRAL/DOWN)
CANNON AMMO
INDICATOR
FUEL GAUGE (LITERS)

CAPACITY: 390 L
WATER RADIATOR TEMP

(DEG C)
OIL RADIATOR TEMP
(DEG C)
LANDING GEAR
EMERGENCY HANDLE
LANDING GEAR
INDICATOR
RED/EIN = UP
GREEN/AUS = DOWN
BOMB ARMING PANEL
214

FAMILIARIZATION
BF.109E-4/B
ALTITUDE
INDICATOR (KM)
MAGNETOS
TURN & BANK

INDICATOR
MAGNETIC
COMPASS
SUPERCHARGER PRESSURE GAUGE (ATA)

SIMILAR FUNCTION TO BOOST OR MANIFOLD
PRESSURE (THROTTLE)
NO PROP PITCH LEVER
(LEVER VISIBLE ON E-1, E-2
& E-3 ONLY)
RPM
(U/min)
PROP PITCH
INDICATOR
12:00 = MAX RPM
FUEL COCK
AIRSPEED
INDICATOR
(KM/H)
COCKPIT LIGHTS
215

FAMILIARIZATION
BF.109E-4/B
GUNSIGHT
DIMMER
CLOCK
216

FAMILIARIZATION
BF.109E-4/B
THROTTLE
PROPELLER PITCH CONTROL (ON AUTO PROP PITCH

E-4 VARIANTS).
NOTE: WILL ONLY WORK WHEN PROP PITCH
AUTOMATION IS OFF. IF AUTOMATION IS ON,
PITCH WILL BE AUTOMATICALLY CONTROLLED.
OIL RADIATOR
AFT = CLOSED
FWD = OPEN
HORIZONTAL STAB
TRIM INDICATOR
(ELEVATOR)
ZOOMED VIEW OF THROTTLE
217

FAMILIARIZATION
BF.109E-4/B
FLAPS CONTROL
WHEEL
HORIZONTAL STAB
(ELEVATOR) TRIM WHEEL
218

FAMILIARIZATION
BF.109E-3
& BF.109E-1
MANUAL PROP PITCH
219

FAMILIARIZATION
OIL RAD CLOSED

BAD = LESS AIRFLOW TO COOL THE ENGINE, HIGH
RISK OF ENGINE OVERHEAT
WATER RAD CLOSED

OIL RAD OPEN

GOOD = MORE AIRFLOW TO COOL THE
ENGINE
WATER RAD OPEN

THE ENGINE
220

FAMILIARIZATION
CRITICAL COMPONENTS
WING SPAR
FUEL TANK
7.92 mm
MACHINEGUN
(2 TOTAL)
CONTROL
CABLES
WATER
RADIATOR
20 mm CANNON
(2 TOTAL)
OIL
RADIATOR
221

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
222

FAMILIARIZATION
223
MESSERSCHMITT BF.109E (ALL VARIANTS)
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
fire machine guns
ESSENTIAL
fire cannons
Joystick Cannon Trigger
ESSENTIAL
toggle prop pitch automation (E-4 MODELS ONLY)
ESSENTIAL
ESSENTIAL
bomb mode selector next / previous (salvo/single)
SEE BOMBER NUMPAD
ESSENTIAL
bomb salvo quantity next / previous
SEE BOMBER NUMPAD
ESSENTIAL
toggle bombs armed
SEE BOMBER NUMPAD
ESSENTIAL
toggle bomb short delay
SEE BOMBER NUMPAD
ESSENTIAL
Drop ordnance (bombs)
ESSENTIAL
I by default
ESSENTIAL

axes
ESSENTIAL
Trim controls (elevator/Horizontal Stab)
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
224
MESSERSCHMITT BF.109E (ALL VARIANTS)

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
NOT ESSENTIAL
Throttle axis
ESSENTIAL
War Emergency Power
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
Open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL
CUSTOM. DO NOT MAP TO

AXIS LIKE FOR THE RAF A/C.
MAP TO KEYS INSTEAD.
ESSENTIAL

Left / Right Wheel brake
ESSENTIAL
ESSENTIAL
Map in AXES if pedals
ESSENTIAL
bail out
ESSENTIAL

mouse cursor)
F10
ESSENTIAL
225
PART 4: CONTROLS
Most german aircraft, unlike the majority of British and Russian planes, has a toe brake or
heel brake system, which is linked to each individual wheel of your landing gear.
In order to brake, you need to hold either your left or right wheel toe brake key to steer your
aircraft. Applying rudder will also help you turn tighter.
The main landing wheel brake system employs hydraulically actuated disc-type brakes. Each
brake is operated by individual master brake cylinders located directly forward of the instrument
panel. The brakes are selectively controlled by means of toe pedals incorporated into the rudder
pedal assembly.
Be careful: your wheel brake command used for Differential braking aircraft will lock both your
brakes in a german plane. You can map left/right wheel brake axes if you have rudder pedals.
226
Recommended Machine-Gun Belt Loadout Rheinmetall-Borsig MG 17 (7.92 mm)
PART 5: WEAPONS AND

ARMAMENT
1.
2.
3.
7.9257, S.m.K.H. - Spitzgeschoss mit Kern, Hart- Improved AP round with tungsten core. Highly recommended if you want a straight AP. However, the S.m.K.H.
in-game is in fact a duplicate of the S.m.K., because the S.m.K.H. was never used on a fighter aircraft. Tungsten is a precious and expensive metal that was much
needed elsewhere for the german war effort.
7.9257, P.m.K. - Phosphor mit Stahlkern- Standard AP with an incendiary composition. A great round, can still pierce armor and set fires
7.9257, S.m.K. Lspur (gelb) OR 7.9257, S.m.K. Lspur (Weiss)- Standard AP with yellow (gelb) or white (Weiss) tracers. Good for aiming.
USE 400 m HORIZ & VERT CONVERGENCE

227
Recommended CANNON Belt Loadout OERLIKON/IKARIA MG FF OR MG FF/M (20 mm)
PART 5: WEAPONS AND

ARMAMENT
1.
2.
For Bf.109E-3 Variants (MG FF): Sprenggranate L'spur m.Zerl (134g AP round with small HE payload, with tracer and self destruction) A
very effective round, has the potential to do major structual damage while still piercing armor.
For Bf.109E-4 Variants (MG FF/M): M-Geschoss m.Zerl (92g HE with self destruction) Thin walled HE round. Has immense potential for
destruction, containing 3 times the amount of HE payload than that of a normal HE round. Arguably the best round for the MG FF/M.
However, it does not contain a tracer composition
USE 200 m HORIZ & 400 m VERT CONVERGENCE

228
20 mm MG/FF
7.92 mm MG17
229
PART 5: WEAPONS AND

ARMAMENT
230
PART 5: WEAPONS AND

ARMAMENT
231
PART 5: WEAPONS AND

ARMAMENT
Recommended Bomb Loadout
PART 8: ENGINE
MANAGEMENT
1. For ship or low-level bombing: 4 X SC50 GP BOMB, Low Level Fuse, 14 sec delay
2. For high altitude dive bombing: 1 X SC250 BOMB, High Altitude Fuse, 0 sec delay
BOMB DROP PROCEDURE:

1) Arm Bombs
2) Choose Single or Salvo release mode
3) Select bomb delay (toggle with or without
delay)
4) Drop bombs (drop ordnance key)
232
233
PART 5: WEAPONS AND

ARMAMENT
234
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified
in the sim.
1. Fuel cock ON
2. Oil rad and water rad fully open (100 %)
3. If flying a Bf.109E-4, disengage Automatic Prop Pitch
4. Prop pitch full fine (12:00 position)
5. Deploy flaps at roughly 20 degrees
6. Crack throttle about an inch
7. Switch Magnetos to M1+M2
10. Wait for oil temperature to reach at least 40 deg C and water rad temperature to
reach at least 40 deg C.
11. Taxi to the runway.
12. Make sure you are facing yellow panels on the runway. This means you are
facing the right direction for takeoff.
13. Perform last takeoff checks: Canopy Closed, Water & Oil Rads fully open, Full
Fine prop pitch (12:00), good oil & water rad temperatures.
14. Gradually throttle up. Compensate for engine torque and wind using rudder
pedals and small brake input to keep the aircraft straight. Slightly push the
control column forward to lift the tail.
15. Rotation is at 180 km/h.
16. Raise landing gear and flaps and throttle back to approx. 1.2 ATA. Lower prop
pitch until engine is operating at 2300 RPM while you are beginning your climb.
235
PART 7: LANDING
1.
Start your approach at 200

km/h @ approx. 800 m.
2.
Water and oil rads fully

open (100 %) and set prop
pitch to full fine (12:00).
3.
Deploy flaps (down) and

landing gear.
4.
Cut throttle and try to

keep your nose pointed to
the end of the runway.
5.
Touchdown at 160 km/h in

a 3-point landing.
6.
Stick fully back.
7.
Tap your brakes until you

come to a full stop. Be
careful not to overheat
your brakes or force your
aircraft to nose over into a
prop strike.
AIRSPEEDS ON PICTURE ARE SLIGHTLY HIGHER BECAUSE

IT WAS TAKEN FROM THE DCS BF.109K-4 MANUAL
236
PART 8: ENGINE
MANAGEMENT
The earlier Mercedes-Benz DB 600

was rated at 1,050 hp at 2,400 rpm
for take-off and also developed this
power at an altitude of 13,100 ft. It
was equipped with a pressure
carburetor
between
the
supercharger and the intake
manifolds and an automatic timing
device which permitted a 10 percent
overload for a period of one minute.
Using 87-Octane gasoline, four of
these engines installed in a Junkers
Ju 90 airliner established a World's
Record by carrying a payload of
10,000 kg. (22,050 lb.) to an altitude
of 7,242 m. (23,750 ft.) on June 8,
1938 in Germany.
DB 601A
The Daimler-Benz DB 601 was a German aircraft engine built during World War II. It was a liquid-cooled inverted V12, and
powered the Messerschmitt Bf 109, among others. The DB 601 was basically an improved DB 600 with direct fuel injection.
Direct fuel injection gave the Luftwaffe an edge over the RAF during the Battle of Britain since the DB 601 was unaffected by
negative g's unlike the early Merlin models. The engine used dry cylinder liners, had roller bearing connector rods and had a
unique system of attaching the cylinders to the crankcase. It was used in several aircraft such as the Heinkel He-111
and Messerschmitt Bf 110 as well. By 1944, Daimler-Benz engines were so important to the Luftwaffe that it ran 8 major
237
factories with 6 more being run by other organizations.
PART 8: ENGINE
MANAGEMENT
DB601-Aa
The DB601-Aa used a souped-up version of an older supercharger. Bf.109E fighter-bomber variants had the Aa version of
the DB 601, while the fighter versions had the DB 601 A. The DB601-Aa generates more horsepower at low altitudes than
the A model (but lesser at higher altitudes).
A cardinal fault of the Bf.109E - one which was corrected in the F and G models - was the design of the supercharger air
intake. The unit on the Emil was close to the fuselage and ingested the "dirty" boundary layer air which scrubbed along the
cowling surface. As a result, the supercharger ram recovery was 37.5% compared with the Spitfire's 50%. The lower ram
recovery meant that the critical altitude was reached at a lower altitude. Had the later design been used on the Bf.109E, as
much as 1000 ft may have been gained in ceiling and in best combat altitude. This would have nullified much of the
Spitfire's performance advantage at height.
Another important difference between the Bf.109E and the Spitfire Mk.IA lay in the supercharger design. The early Merlin
engines were equipped with gear-driven single-speed, single-stage units. The supercharger had to be throttles back at low
altitude to avoid over-boosting the engine. As altitude increased, more and more of the supercharger capability was used
and engine horsepower continued to increase until critical altitude was reached, after which power fell off rapidly.
The DB601Aa engine, on the other hand, was equipped with a single-stage supercharger with a hydraulic or fluid clutch.
While heavier and more complex than the gear-driven clutch, this unit had the capability of operating at an infinite
number of speed ratios. This meant that the supercharger could be slowed down without choking it and far more power
was delivered at lower altitudes. As the Bf.109 flew higher, an aneroid control caused the supercharger to run faster to
compensate for the decreased density of the air. The variable speed characteristics of this supercharger are obtained
through slippage, so it was necessary for the Bf.109 cooling system to contain more oil for cooling.
At low levels, the variable-speed supercharger of the DB601Aa allowed some 200 additional hp to be delivered to the
Bf.109. To a great extent, this was the measure of the low altitude superiority of the Messerschmitt fighter.
238
DB 601 N-1
239
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
A de-rated engine is allowed to operate at maximum power pretty much infinitely. In modern industrial facilities,
many gas turbines (which are derived from aero engines) are often requested to be de-rated by the customer
using them as a power plant. Why? Because industrial engines need to be working 24/7 at high regimes while
maintaining a certain security factor (you dont want to have the engine blow up in your face, eh?).
'De-rated' is a term the British used to denote an aircraft engine which had its intended maximum power
level reduced (by the manufacturer) to a lower level to reduce the chance of mechanical failure. An engine
would be derated if it was not deemed to be reliable enough at the higher power settings.
The DB 601 N-1 engine on the Bf.109E-4/N could reach a max manifold pressure of 1.42 ATA for about 5 minutes
before engine failure or damage. With the Bf.109E-4/N de-rated variant, you can reach a max manifold pressure
of 1.35 ATA for as long as you like.
It is reasonable to assume (despite the lack of proper documentation on that meticulous matter) that engine
reliability issues plagued the Bf.109E-4/N, which was only built in limited numbers and saw little to no action
during the Battle of Britain. It is important to note that the DB 601 N-1 also powered the Bf.109 F-2 version at
the same time period, which became much more successful once the DB 601E was implemented.
One of the main reasons why the Bf.109E received so few DB 601 N-1 engines was because at the height of the
Battle of Britain, the first Bf.109F models started rolling off the assembly line and were given a much higher
priority in terms of engine distribution, together with the Bf.110C, D and E series. With the Friedrich coming into
service, it did not make sense to retrofit the obsolete E series to the new engine configuration. At the time, the
Emil just had two to three months of operations planned until being put in reserve as a second-line fighter.
240
PART 8: ENGINE
MANAGEMENT
During a mission, the flight lead usually calls out his engine
settings once in a while for the pilots to know what settings
they should use.
You can read your engine settings from the gauges in the
cockpit or from an info window.
The RPM indicator (1) shows 1600 RPM. The manifold pressure (2)
reads 1.0 ATA. The oil (3) and water (4) radiators can be
approximated from the crank position or read from the info
window in % (only the oil radiator can be read though as the water
rad info window will only tell you if you are opening or closing
them). Note: 100 % = fully open
The resulting RPM is affected by both manifold pressure and prop
pitch (5). 12:00 Pitch is fully fine, and generates maximum RPM.
2
1
5
Radiator settings:
65-75 % WATER / 50-60 % OIL during normal level flight (1.2 ATA)
75-100 % WATER / 60 % OIL during shallow climb (1.2 ATA)
85-100 % WATER / 85 % OIL during steep climb (Full power)
50-100 % WATER / 40 % OIL for WEP level flight (when extending or
pursued)
65-75 % WATER / 50 % OIL for full throttle no WEP (extending or pursued)
100 % WATER / 100 % OIL during takeoff & landing
(Unit)
Bf.109
E-1
Bf.109
E-1/B
Bf.109
E-3
40
100
40
105
40
100
40
105
40
100
40
105
Bf.109
E-3/B
Bf.109
E-4
Bf.109
E-4/B
Bf.109
E-4/N DERATED
40
100
40
105
40
100
40
105
40
100
40
105
Bf.109
E-4/N
TEMPERATURES
Water Rad Min
Max
Max
Deg C
Deg C
40
100
40
105
40
241100
40
105
PART 8: ENGINE
MANAGEMENT
I must stress the importance of understanding how manual prop pitch works. Many new pilots
take the later variants of the Bf.109 (like the E-4) in the hopes that the automatic propeller
pitch control will reduce their work load. Does it? Yes and no.
Automatic prop pitch at this stage of development was not as good as the governor systems
installed on later 109 versions like the F, the G or the K variants. Auto prop pitch controls your
pitch for you, but it does it in a way that preserves the engine to a point where you have a
significant decrease in aircraft performance for no gain at all. Imagine your car limiting your
engine regime so you dont go over 80 km/h while on the Autobahn wouldnt that be
frustrating? In a game where speed is life, you cannot afford to lose speed in critical phases of
your mission.
But why are you telling me this, Chuck? This all seems a little overly dramatic, dont you think?
Not in the slightest. Learn how to use the manual prop pitch from the beginning. Engine RPM is
slower to respond to propeller pitch variation than, say, the RPM control in the Spitfire or the
Hurricane.
The only way you can dominate a Spitfire or a Hurricane is when you fight them in the vertical
plane (NEVER in the horizontal plane; dont e-v-e-r turn with them unless you like to
impersonate swiss cheese). The Bf.109 is a superb climber, but for that you need to use your
prop pitch intelligently so you milk every meter of altitude you can get in order to get as high as
possible as quickly as possible.
You do not have to check your prop pitch gauge. You can simply consult your RPM. Maintain it
between 2200 and 2400 max. RPM is too low? Get your prop pitch finer and your RPM will go
up. RPM is too high? Reduce RPM by getting your prop pitch coarser.
Experienced pilots can guess their RPM just by listening to the sound of their engine. Yep, they
do it by ear. With enough practice, you can do it to.
242
243
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
An excellent video tutorial to understand prop pitch:
https://www.youtube.com/watch?v=qIpZAu61OM8
244
PART 9: AIRCRAFT
PERFORMANCE
In order not to exceed the maximal takeoff weight, I recommend to fly the fighter
version of the Bf.109 with 70 % fuel. JABO versions (fighter bombers) will
obviously need less fuel since the bombs are quite heavy.
JABO versions of the Bf.109 have a slightly more powerful

engines than pure fighter versions and are a little faster at
lower altitudes (without their bombs, of course). However,
the bomb rack generates additional drag and slows down
the aircraft. If you fly a JABO variant without bombs, make
sure to get rid of the bomb rack as well to enjoy these few
extra km/h.
245
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
180
750
240
200
160
In comparison to the Bf.109, the Spitfire has a better turn rate. However, the
Bf.109 has a superior climb rate and dive speed. The preferred way of
fighting the Spitfire is when you have an altitude advantage.
The Spitfire has better performance at higher altitudes (over 20,000 ft) than
the 109, but the 109 is generally faster and climbs better under 20,000 ft.
Use this to your advantage.
Never try to turn with a Spitfire. The 109 should be used as a pure energy
fighter (boom and zoom).
The Bf.109 will always have a superior dive speed. Use that to your
advantage if you want to bounce someone or use a power dive to escape
from a Spitfire.
For more information on either aircraft or engine performance, consult the

2nd Guards Composite Aviation Regiment Operations Checklist. It is a
https://dl.dropboxusercontent.com/u/20586543/CLIFFS%20OF%20DOVER%20Operatio
ns%20Checklist.pdf
246
247
PART 9: AIRCRAFT
PERFORMANCE
248
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
FOR ADDITIONAL INFORMATION ON THE BF.109, CHECK OUT THESE YOUTUBE CHANNELS. THESE GUYS
COMPLETELY UNDERSTAND HOW TO FLY THE BF.109 AND EXPLAIN IT CLEARLY AND EFFORTLESSLY.
APEOFTHEYEAR
Channel:
https://www.youtube.com/user/Apeoftheyear/featured
Tutorials:
https://www.youtube.com/playlist?list=PLUyEbp1iw_PrgHx7nji2ohQyhHqBPluh1
JG4_KARAYA
Channel:
https://www.youtube.com/user/JG52Karaya
Bf.109 Tutorial:
https://www.youtube.com/watch?v=FjrVLQgqqso&index=7&list=PLQIkL6RW88E9cV_s8hxbuTam1fgAp
AahF
249
PART 10: NAVIGATION

by a compass.
250
251
TABLE OF CONTENT BF.110

PART 6: TAKEOFF
PART 7: LANDING
PART 10: AUTOPILOT TUTORIAL
253
The Messerschmitt Bf.110 was a twinengine heavy fighter (Zerstrer

German for "Destroyer") and fighterbomber
(Jagdbomber
or
Jabo)
developed in Germany in the 1930s and
used by the Luftwaffe and others
during World War II. Throughout the
1930s, the air forces of the major military
powers were engaged in a transition
from biplane to monoplane designs.
Most concentrated on the singleengine fighter aircraft, but the problem of
range arose.
254
The
Reichsluftfahrtministerium
(RLM),
pushed by Hermann Gring, issued a
request for a new multipurpose fighter
called the Kampfzerstrer (battle destroyer)
with long range and an internal bomb bay.
The request called for a twin-engine, threeseat, all-metal monoplane that was armed
with cannon as well as a bomb bay. Of the
original seven companies, only Bayerische
Flugzeugwerke (Messerschmitt), FockeWulf and Henschel responded to the
request.
255
Willy Messerschmitts design prevailed over those of Focke-Wulf, Henschel and Arado. He was given the funds to
build several prototype aircraft. Messerschmitt omitted the internal bomb load requirement from the RLM directive to
increase the armament element of the RLM specification. The Bf.110 was far superior to its rivals in providing the
speed, range and firepower to meet its role requirements. By the end of 1935, the Bf.110 had evolved into an allmetal, low-wing cantilever monoplane of semi-monocoque design featuring twin rudders and powered by two
DB600A engines.
The basic problem faced by the Bf.110 was that it could not perform its job as a bomber escort against modern fighters. In earlier campaigns that weakness
had been concealed, either by the lack of such opponents in Poland and Norway, or by the speed of the German advance in France, which disrupted the
British and French air effort. It was only over Britain that the Bf 110 came up against a determined enemy equipped with modern fighters, and it simply could
not cope. If a Hurricane or Spitfire was unlucky enough to be caught in front of the guns of a Bf 110, then the British fighter would suffer serious damage, but
that rarely happened. Losses were heavy. During the Battle of Britain, the Luftwaffe lost 223 Bf 110s, having started the battle with only 237. Replacements
256
could not be found quickly enough to make up these losses. After the Battle of Britain, the Bf 110 could no longer be seen as an elite day fighter.
Losses were heavy. During the Battle of Britain, the Luftwaffe lost 223 Bf.110s, having
started the battle with only 237. Replacements could not be found quickly enough to make
up these losses. After the Battle of Britain, the Bf 110 could no longer be seen as an elite
day fighter.
The basic problem faced by the Bf.110 was that it could not perform its job as a bomber
escort against modern fighters. In earlier campaigns that weakness had been concealed,
either by the lack of such opponents in Poland and Norway, or by the speed of the German
advance in France, which disrupted the British and French air effort. It was only over Britain
that the Bf 110 came up against a determined enemy equipped with modern fighters, and it
simply could not cope. If a Hurricane or Spitfire was unlucky enough to be caught in front of
the guns of a Bf 110, then the British fighter would suffer serious damage, but that rarely
257
happened.
(Unit)
Bf.110
C-2
Bf.110
C-4
Bf.110
C-4/N DERATED
Bf.110
C-4/N
Bf.110
C-7
Bf.110
C-7 LATE
60
100
40
105
60
90
40
85
60
90
40
85
TEMPERATURES
Water Rad Min
Max
Max
Deg C
Deg C
60
90
40
85
60
90
40
85
60
100
40
105

Engine & Fuel Grade
DB601 A-1
B-4 87 octane
DB601 A-1
B-4 87 octane
DB601 N-1 DERATED

C-3 100 octane
DB601 N-1
C-3 100 octane
DB601 A-1
B-4 87 octane
DB601 A-1
B-4 87 octane
2400
2400
2600
2600
2400
2400
1.3
1.3
1.35
1.35
1.3
1.3
2300
30 min MAX
1.2
2300
30 min MAX
1.2
2400
30 min MAX
1.25
2400
30 min MAX
1.25
2300
30 min MAX
1.2
2300
30 min MAX
1.2
Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
RPM
2200
2200
2300
2300
2200
2200
UK: PSI
GER: ATA
ITA: mm HG
1.15
1.15
1.15
1.15
1.15
1.15
Combat RPM
RPM
2400
2400
2600
5 min MAX
2600
5 min MAX
2400
2400
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
1.3
5 min MAX
2400
5 min MAX
1.3
5 min MAX
1.35
5 min MAX

RPM @ km
1.3
5 min MAX
2400
5 min MAX
1.3
5 min MAX
1.3
5 min MAX
2400
5 min MAX
1.3
5 min MAX
1.3
5 min MAX
2400
5 min MAX
1.3
5 min MAX
GER: ATA
ITA: mm HG
2300
2300
2400
1.35
5 min MAX
2600
1 min MAX
1.42
1 min MAX
2400
2300
2300

Pressure
UK: MPH
GER-ITA: km/h
As required
As required
As required
As required
As required
As required
UK: MPH
GER-ITA: km/h
420
420
430
440
420
420
MANUAL PITCH
4 x MG17
2 x MG FF
NO MINENGSCH.
MANUAL PITCH
4 x MG17
2 x MG FF/M
MINENGSCH.
AUTO PITCH
4 x MG17
2 x MG FF/M
MINENGSCH.
NO WEP
AUTO PITCH
4 x MG17
2 x MG FF/M
MINENGSCH.
MANUAL PITCH
4 x MG17
2 x MG FF/M
MINENGSCH.
BOMB LOAD
AUTO PITCH
4 x MG17
2 x MG FF/M
258
MINENGSCH.
BOMB LOAD
Notes
BOMB PANEL
BF.110C-2
BF.110C-4
BF.110C-7
BF.110 Variant
Characteristic
BF.110C-2
Heavy Fighter / Manual Prop Pitch / MG FF Cannons (no Mineng.)
BF.110C-4
Heavy Fighter / Manual Prop Pitch / MG FF/M Cannons (with Mineng.)
BF.110C-4/N
Heavy Fighter / Automatic Prop Pitch / MG FF/M Cannons (with Mineng.)
BF.110C-4/N DERATED
Heavy Fighter / Automatic Prop Pitch / MG FF/M Cannons (with Mineng.) / No WEP
BF.110C-7
Fighter Bomber / Manual Prop Pitch / MG FF/M Cannons (with Mineng.)
BF.110C-7 LATE
Fighter Bomber / Automatic Prop Pitch / MG FF/M Cannons (with Mineng.)259
BF.110C-2 / BF.110C-4
BF.110C-7
260

FAMILIARIZATION
CREW MEMBERS
PILOT
DORSAL GUNNER
261

FAMILIARIZATION
BF.110 C-4
PILOT
262

FAMILIARIZATION
BF.110 C-4
PILOT
FUEL TRANSFER SYSTEM

(SEE ENGINE MANAGEMENT SECTION FOR FUEL SYSTEM MANAGEMENT)263

FAMILIARIZATION
BF.110 C-4
PILOT
MAGNETIC
COMPASS
COCKPIT LIGHTS
KNOB
264

FAMILIARIZATION
BF.110 C-4
PILOT
CANNON AMMO
INDICATOR
PROPELLER PITCH
INDICATORS
12:00 = MAX RPM
RPM (U/min)
SUPERCHARGER PRESSURE GAUGE

(ATA)
SIMILAR FUNCTION TO BOOST OR
MANIFOLD PRESSURE (THROTTLE)
265

FAMILIARIZATION
BF.110 C-4
PILOT
CLOCK
GUNSIGHT
DIMMER
AUTOPILOT
SWITCH
REPEATER
COMPASS
AIRSPEED
INDICATOR
(KM/H)
TURN & BANK

INDICATOR
VARIOMETER
(VERTICAL VELOCITY IN
M/S)
266

FAMILIARIZATION
BF.110 C-4
PILOT
AUTOPILOT MODE
SELECTOR
(COURSE MODE / OFF)
LORENZ BLIND LANDING
SYSTEM INDICATOR
VERTICAL SCALE: NAVIGATION BEACON
SIGNAL INTENSITY
HORIZONTAL SCALE: NAVIGATION
BEACON SIGNAL DIRECTION
ARTIFICIAL
HORIZON
ALTIMETER (KM)
267

FAMILIARIZATION
BF.110 C-4
PILOT
FUEL GAUGE
CAPACITY: 1270 L (TOTAL)
WATER RADIATOR
TEMPERATURE (DEG C)
FRONT LEFT TANK (MAIN): 375 L

FRONT RIGHT TANK (MAIN): 375 L
REAR LEFT TANK (RESERVE): 260 L
REAR RIGHT TANK (RESERVE): 260 L
FUEL WARNING LIGHTS

(LIT WHEN LESS THAN 90 L IN TANK)
TOP LEFT: FRONT LEFT MAIN FUEL TANK
BOTTOM LEFT: REAR LEFT RESERVE FUEL TANK
TOP RIGHT: FRONT RIGHT MAIN FUEL TANK
BOTTOM RIGHT: REAR RIGHT RESERVE FUEL TANK
WATER RADIATOR
TEMPERATURE (DEG C)
WATER RAD
CONTROL
WATER RAD
CONTROL
FUEL GAUGE CONTENTS SELECTOR
0 : OFF (SHOWS 0 L)
1 (VL = VORN LINKS): FRONT LEFT MAIN TANK
2 (VR = VORN RECHTS): FRONT RIGHT MAIN TANK
3 (HL = HINTEN LINKS): REAR LEFT RESERVE TANK
4 (HR = HINTEN RECHTS): REAR RIGHT RESERVE TANK
268

FAMILIARIZATION
BF.110 C-4
PILOT
Warning notice:
AUTOPILOT CONTROL
LANDING GEAR INDICATOR
RED/EIN = GEAR UP
GREEN/AUS = GEAR DOWN
Do not deploy landing gear

at speeds above 400 km/h.
Do not deploy flaps at
speeds above 240 km/h.
DIRECTIONAL GYRO
(UPPER BAND)
PROP PITCH
CONTROL
AUTOPILOT DIRECTION
(BOTTOM BAND)
SLIP INDICATOR
DIRECTIONAL GYRO
SETTTER KNOB
269

FAMILIARIZATION
BF.110 C-4
PILOT
NOTE: BOTH UNDERCARRIAGE AND FLAP
SYSTEMS USE HYDRAULIC POWER. YOU
HAVE THREE SETTINGS: UP, NEUTRAL AND
DOWN. IN REAL LIFE, YOU WOULD
OPERATE FLAPS AND UNDERCARRIAGE BY
HOLDING THE LEVER IN THE UP OR DOWN
POSITION, AND RETURN THE LEVER IN THE
NEUTRAL POSITION ONCE THE FLAPS OR
UNDERCARRIAGE IS IN THE DESIRED
POSITION. OBVIOUSLY, YOU WILL SIMPLY
WEAR DOWN YOUR HYDRAULIC PUMPS IF
YOU KEEP YOUR FLAPS IN THE UP
POSITION INSTEAD OF THE CORRECT
NEUTRAL POSITION.
LANDING GEAR CONTROL

EIN (UP)/NEUTRAL/ AUS (DOWN)
FLAPS CONTROL
HYDRAULIC PRESSURE
(KG/CM2)
EIN (UP)/NEUTRAL/ AUS (DOWN)
270

FAMILIARIZATION
BF.110 C-4
PILOT
THROTTLES
ELEVATOR TRIM WHEEL
FLAP SETTING
INDICATOR (DEG)
ELEVATOR TRIM
SETTING INDICATOR
OIL RADIATOR
CONTROLS
AFT: OPEN (AUF)
FWD: CLOSED (ZU)
MAGNETOS
FUEL COCKS
ZU: CLOSED (OFF)
P1: ENGINE DRAWS FUEL FROM LEFT FRONT (MAIN) TANK
P2: ENGINE DRAWS FUEL FROM RIGHT FRONT (MAIN) TANK
P1 u P2: ENGINE DRAWS FUEL FROM BOTH RIGHT & LEFT FUEL TANKS (USE THIS)
NOTE: FUEL PUMPS DO NOT DRAW FUEL FROM AFT RESERVE TANKS. SEE ENGINE
MANAGEMENT SECTION TO KNOW HOW TO TRANSFER FUEL FROM RESERVE TO MAIN TANKS.
271

FAMILIARIZATION
BF.110 C-4
PILOT
OIL TEMPERATURE
(DEG C)
LEFT: FUEL PRESSURE

(KG/CM2)
RIGHT: OIL PRESSURE
(KG/CM2)
272

FAMILIARIZATION
BF.110 C-7
PILOT
SALVO/SINGLE
DISTRIBUTION MODE
SHORT DELAY TOGGLE
BOMB ARMING SWITCH

BOMB ARMING LIGHT
BOMB PANEL
(C-7 VARIANTS ONLY)
273

FAMILIARIZATION
TURRET IN
CRUISE POSITION
TURRET IN
FIRING POSITION
NOTES
mode is primarily used to generate less drag. FIRING position, on the other hand, allows you to
use your gun and rotate your turret to get a better view angle. It is useful to track targets or
examine damage on the wings or upper forward fuselage. Your gunner will only fire when the
turret is in FIRING position.
on the flag.
274

FAMILIARIZATION
DORSAL GUNNER

--CRUISE POSITION: O
275

FAMILIARIZATION

OIL RAD OPEN
ENGINE
WATER RAD OPEN

THE ENGINE
WATER RAD CLOSED

OIL RAD CLOSED

276

FAMILIARIZATION
CRITICAL COMPONENTS
FUEL TANKS
CONTROL
CABLES
OIL
RADIATOR
WATER
RADIATOR
WING SPAR
7.92 mm
MACHINEGUN
(4 TOTAL)
20 mm CANNON
(2 TOTAL)
277

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
278

FAMILIARIZATION
279
MESSERSCHMITT BF.110 (ALL VARIANTS)
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
fire machine guns
ESSENTIAL
fire cannons
Joystick Cannon Trigger
ESSENTIAL
toggle prop pitch automation (C-7 LATE MODEL ONLY)
ESSENTIAL
ESSENTIAL
Fuel Cock Toggle #1 #2 #3 #4
ESSENTIAL
I by default
ESSENTIAL

axes
ESSENTIAL
Trim controls (elevator/rudder)
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
all engines select
L_SHIFT+3 (CUSTOM)
ESSENTIAL
280

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
NOT ESSENTIAL
Throttle axis
ESSENTIAL
War Emergency Power
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
Open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL

ESSENTIAL

ESSENTIAL
bail out
mouse cursor)
ESSENTIAL
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
281
PART 4: CONTROLS

DESCRIPTION
MAPPED TO
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
L_ALT+1
ESSENTIAL
View-position #2 (dorsal gunner)
L_ALT+2
ESSENTIAL
ESSENTIAL
Course autopilot Previous Mode (Course or OFF)
ESSENTIAL
Course autopilot Next Mode (Course mode or OFF)
ESSENTIAL
course setter increase
NUMPAD + (CUSTOM)
ESSENTIAL
course setter decrease
NUMPAD - (CUSTOM)
ESSENTIAL
directional gyro increase
NUMPAD / (CUSTOM)
ESSENTIAL
directional gyro decrease
NUMPAD * (CUSTOM)
ESSENTIAL
Autopilot left (aircraft turns left while in autopilot)
L_CTRL + A (CUSTOM)
ESSENTIAL
Autopilot right (aircraft turns right while in autopilot)
L_CTRL + S (CUSTOM)
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
toggle bombs armed
SEE BOMBER NUMPAD
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
282
PART 4: CONTROLS
pedal assembly.
283
PART 5: WEAPONS AND

ARMAMENT
4 X Rheinmetall-Borsig MG 17
(7.92 mm)
OERLIKON/IKARIA MG FF (BF.110 C-2)

OR MG FF/M (BF.110 C-4/C-7)
(20 mm)
284
PART 5: WEAPONS AND

ARMAMENT
1.
2.
3.
USE 400 m HORIZ & VERT CONVERGENCE

285
Recommended CANNON Belt Loadout OERLIKON/IKARIA MG FF OR MG FF/M (20 mm)
PART 5: WEAPONS AND

ARMAMENT
1.
2.
For Bf.110C-2 Variants (MG FF): Sprenggranate L'spur m.Zerl (134g AP round with small HE payload, with tracer and self destruction) A
very effective round, has the potential to do major structual damage while still piercing armor.
For Bf.109C-4 or C-7 Variants (MG FF/M): M-Geschoss m.Zerl (92g HE with self destruction) Thin walled HE round. Has immense potential
for destruction, containing 3 times the amount of HE payload than that of a normal HE round. Arguably the best round for the MG FF/M.
However, it does not contain a tracer composition
USE 200 m HORIZ & 400 m VERT CONVERGENCE

286
Recommended Dorsal Gunner Machine-Gun Belt Loadout Rheinmetall-Borsig MG 15 (7.92 mm)
PART 5: WEAPONS AND

ARMAMENT
1.
2.
3.
287
20 mm MG/FF
7.92 mm MG17
288
PART 5: WEAPONS AND

ARMAMENT
289
PART 5: WEAPONS AND

ARMAMENT
290
PART 5: WEAPONS AND

ARMAMENT
PART 5: WEAPONS AND

ARMAMENT

1. For ship or low-level bombing: 2 X SC 250 GP BOMB, Low Level Fuse, 14 sec delay ( 50 % fuel)
2. For high altitude dive bombing: 2 X SC 500 GP BOMB, High Altitude Fuse, 0 sec delay (50 % fuel)
NOTE: 2 x SC 250 bombs weighs 782 kg, while 2 x SC 500 bombs weighs 1286 kg. With around 55 % fuel, you will reach your max takeoff weight for SC 250 bombs.
However, if you load SC 500 bombs, you are overweight even with no fuel at all. It doesnt mean that you cant takeoff if you are overweight: it just means that you
will have to use more runway. With 100 % fuel and 2 x SC 500 bombs, you can still fly. You will just be very, VERY heavy and your controls will be sluggish.

1) Arm Bombs
2) Choose Single or Salvo release mode
3) Select bomb delay (toggle with or
without delay)
291
292
PART 5: WEAPONS AND

ARMAMENT
PART 5: WEAPONS AND

ARMAMENT
3
1
1) Arm Bombs
2) Choose Single or Salvo
bomb release mode
3) Select bomb delay (toggle
with or without delay)
4) Drop bombs (drop
293
ordnance key)
PART 6: TAKEOFF
1.
Fuel cocks for both engines (throttle quadrant) set to P1 U P2 (engine will pump fuel from both
front main tanks). Make sure that your engine fuel tanks are filled by selecting front fuel tanks
with the Fuel Contents Gauge Selector (1 VL for front left main fuel tank).
2.
3.
Oil rad and water rad fully open (100 %)
4.
If flying a Bf.110C-7 Late, disengage Automatic Prop Pitch
5.
Prop pitch full fine (12:00 position)
6.
Deploy flaps at roughly 10 degrees
7.
Crack throttle about an inch
8.
Switch Magnetos to M1+M2
9.
10.
11.
Select Engine # 2 (L_Shift + 2) and repeat steps 2 to 10.
12.
Select both engines (L_Shift + 3).
13.
Wait for oil temperature to reach at least 40 deg C and water rad temperature to reach at least
60 deg C.
14.
Taxi to the runway.
15.
Make sure you are facing yellow panels on the runway. This means you are facing the right
direction for takeoff.
16.
Perform last takeoff checks: Canopy Closed, Water & Oil Rads fully open, Full Fine prop pitch
(12:00), good oil & water rad temperatures.
17.
Gradually throttle up. Compensate for engine torque and wind using rudder pedals and small
brake input to keep the aircraft straight. Slightly push the control column forward to lift the tail.
18.
Rotation is at 190 km/h.
19.
Raise landing gear and flaps and throttle back to approx. 1.2 ATA. Lower prop pitch until engine is
operating at 2300 RPM while you are beginning your climb.
294
PART 7: LANDING
1.
Start your approach at 220 km/h @ approx. 800

m (1500 ft AGL).
2.
Water and oil rads fully open (100 %) and set prop
pitch to full fine (12:00).
3.
Deploy flaps (fully down) and landing gear.
4.
Cut throttle and try to keep your nose pointed to

5.
Touchdown at 180 km/h in a 3-point landing.
6.
Stick fully back.
7.
Tap your brakes until you come to a full stop. Be

careful not to overheat your brakes or force your
aircraft to nose over into a prop strike.
295
PART 8: ENGINE
MANAGEMENT
The earlier Mercedes-Benz DB 600

was rated at 1,050 hp at 2,400 rpm
for take-off and also developed this
power at an altitude of 13,100 ft. It
was equipped with a pressure
carburetor
between
the
supercharger and the intake
manifolds and an automatic timing
device which permitted a 10 percent
overload for a period of one minute.
Using 87-Octane gasoline, four of
these engines installed in a Junkers
Ju 90 airliner established a World's
Record by carrying a payload of
10,000 kg. (22,050 lb.) to an altitude
of 7,242 m. (23,750 ft.) on June 8,
1938 in Germany.
DB 601A
The Daimler-Benz DB 601 was a German aircraft engine built during World War II. It was a liquid-cooled inverted V12, and
powered the Messerschmitt Bf 109, among others. The DB 601 was basically an improved DB 600 with direct fuel injection.
Direct fuel injection gave the Luftwaffe an edge over the RAF during the Battle of Britain since the DB 601 was unaffected by
negative g's unlike the early Merlin models. The engine used dry cylinder liners, had roller bearing connector rods and had a
unique system of attaching the cylinders to the crankcase. It was used in several aircraft such as the Heinkel He-111
and Messerschmitt Bf 110 as well. By 1944, Daimler-Benz engines were so important to the Luftwaffe that it ran 8 major
296
factories with 6 more being run by other organizations.
PART 8: ENGINE
MANAGEMENT
COMPARISON WITH BRITISH ENGINES

A cardinal fault of the Bf.109E (which had the same engine installed as the Bf.110 at that time) - one which
was corrected in the F and G models - was the design of the supercharger air intake. The unit on the Emil
was close to the fuselage and ingested the "dirty" boundary layer air which scrubbed along the cowling
surface. As a result, the supercharger ram recovery was 37.5% compared with the Spitfire's 50%. The lower
ram recovery meant that the critical altitude was reached at a lower altitude. Had the later design been used
on the Bf.109E, as much as 1000 ft may have been gained in ceiling and in best combat altitude. This would
have nullified much of the Spitfire's performance advantage at height.
Another important difference between the DB engines and the early Merlin engines lay in the supercharger
design. The early Merlin engines were equipped with gear-driven single-speed, single-stage units. The
supercharger had to be throttles back at low altitude to avoid over-boosting the engine. As altitude
increased, more and more of the supercharger capability was used and engine horsepower continued to
increase until critical altitude was reached, after which power fell off rapidly.
The DB601A engine, on the other hand, was equipped with a single-stage supercharger with a hydraulic or
fluid clutch. While heavier and more complex than the gear-driven clutch, this unit had the capability of
operating at an infinite number of speed ratios. This meant that the supercharger could be slowed down
without choking it and far more power was delivered at lower altitudes. As the Bf.110 flew higher, an
aneroid control caused the supercharger to run faster to compensate for the decreased density of the air.
The variable speed characteristics of this supercharger are obtained through slippage, so it was necessary for
the Bf.110 cooling system to contain more oil for cooling.
297
DB 601 N-1
298
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
A de-rated engine is allowed to operate at maximum power pretty much infinitely. In modern industrial facilities, many gas
turbines (which are derived from aero engines) are often requested to be de-rated by the customer using them as a power
plant. Why? Because industrial engines need to be working 24/7 at high regimes while maintaining a certain security factor
(you dont want to have the engine blow up in your face, eh?).
'De-rated' is a term the British used to denote an aircraft engine which had its intended maximum power level reduced
(by the manufacturer) to a lower level to reduce the chance of mechanical failure. An engine would be derated if it was not
deemed to be reliable enough at the higher power settings.
The DB 601 N-1 engine on the Bf.110C-4/N could reach a max manifold pressure of 1.42 ATA for about 5 minutes before engine
failure or damage. With the Bf.110C-4/N de-rated variant, you can reach a max manifold pressure of 1.35 ATA for as long as you
like.
One of the main reasons why the Bf.110C-4 received few DB 601 N-1 engines was because at the height of the Battle of Britain,
the first Bf.109F models started rolling off the assembly line and were given a much higher priority in terms of engine
distribution, together with the Bf.110 D and E series. With the Friedrich coming into service, it did not make sense to retrofit
the obsolete E series to the new engine configuration. The Bf.110 itself had proven its obsolescence during the Battle of Britain
and was about to be discontinued in favour of the more modern Me 210 and Me 410 models. The first examples of the Me 210
were ready in 1939, but they proved to have unacceptably poor flight characteristics from serious, unanticipated design flaws.
A large-scale operational testing program throughout 1941 and early 1942 did not cure the aircraft's problems. The design
eventually entered limited service in 1943, but was almost immediately replaced by its successor, the Me 410, which was a
further development of the Me 210, renamed so as to avoid the 210's notoriety. The failure of the Me 210's development
program meant that the Luftwaffe was forced to continue fielding the outdated Bf 110, despite mounting losses.
299
PART 8: ENGINE
MANAGEMENT
they should use. You can read your engine settings from the
The RPM indicator (1) shows 1200 RPM. The manifold
pressure (2) reads 0.83 ATA. The oil (3) and water (4)
radiators can be approximated from the crank position or
read from the info window in %. Note: 100 % = fully open
The resulting RPM is affected by both manifold pressure
and prop pitch (5). 12:00 Pitch is fully fine, and generates
maximum RPM.
Red notches
Radiator settings:
indicate d
65-75 % WATER / 50-60 % OIL during normal level flight (1.2 ATA)
75-100 % WATER / 60 % OIL during shallow climb (1.2 ATA)
85-100 % WATER / 85 % OIL during steep climb (Full power)
50-100 % WATER / 40 % OIL for WEP level flight (when extending or pursued)
65-75 % WATER / 50 % OIL for full throttle no WEP (extending or pursued)
(Unit)
Water Rad Min

Max
Deg C

Max
Deg C
Bf.110
C-2
60
90
40
85
Bf.110
Bf.110
C-4
C-4/N DERATED
TEMPERATURES
60
90
40
85
60
100
40
105
(infinite), 30
min and 5
min engine
settings.
2
4
Bf.110
C-4/N
Bf.110
C-7
Bf.110
C-7 LATE
60
100
40
105
60
90
40
85
60
90
40
85
300GAUGE IS ON THE
ENGINE ITSELF!
PART 8: ENGINE
MANAGEMENT
I must stress the importance of understanding how manual prop pitch works. Many new pilots
take the C-7 Late variant of the Bf.110 in the hopes that the automatic propeller pitch control
will reduce their work load. Does it? Yes and no.
Automatic prop pitch at this stage of development was not as good as the governor systems
installed on later 109 versions like the F, the G or the K variants. Auto prop pitch controls your
pitch for you, but it does it in a way that preserves the engine to a point where you have a
significant decrease in aircraft performance for no gain at all. Imagine your car limiting your
engine regime so you dont go over 80 km/h while on the Autobahn wouldnt that be
frustrating? In a game where speed is life, you cannot afford to lose speed in critical phases of
your mission.
But why are you telling me this, Chuck? This all seems a little overly dramatic, dont you think?
Not in the slightest. Learn how to use the manual prop pitch from the beginning. Engine RPM is
slower to respond to propeller pitch variation than, say, the RPM control in the Spitfire or the
Hurricane.
While the Bf.109 is a superb climber, the Bf.110 is not because it is much heavier. In order to
survive against anything (the Bf.110 is at a serious disadvantage against any british fighter) for
that you need to use your prop pitch intelligently so you milk every meter of altitude you can
get in order to get as high as possible as quickly as possible. The Bf.110 was best used as a
bomber-killer.
You do not have to check your prop pitch gauge. You can simply consult your RPM. Maintain it
between 2200 and 2400 max. RPM is too low? Get your prop pitch finer and your RPM will go
up. RPM is too high? Reduce RPM by getting your prop pitch coarser.
Experienced pilots can guess their RPM just by listening to the sound of their engine. Yep, they
do it by ear. With enough practice, you can do it to.
301
302
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
An excellent video tutorial to understand prop pitch:
https://www.youtube.com/watch?v=qIpZAu61OM8
303
FUEL MANAGEMENT DURING NORMAL OPERATION
PART 8: ENGINE
MANAGEMENT
One of the peculiarities of the Bf.110 is that the fuel pumps take fuel from the main front tanks only, NOT from the rear
reserve tanks.
When your front tanks run out of fuel (which is indicated by the fuel warning lights next to your fuel gauge), you need
to use auxiliary fuel transfer pumps to get fuel from the reserve tanks to the front tanks.
Transfer pumps take fuel from BOTH rear reserve tanks.
PROCEDURE:
VORN LINKS (FRONT LEFT)

FUEL IS BEING TRANSFERRED TO
THE FRONT RIGHT MAIN TANK
1)
VORN RECHTS (FRONT RIGHT)
2)
FUEL IS BEING TRANSFERRED TO
THE FRONT RIGHT MAIN TANK
3)
AUS= OFF
NO FUEL
TRANSFER
4)
Select right or left front tank with Fuel Cock #3

Select EIN (ON) to turn on the fuel transfer pump. Monitor fuel level
in desired front tank to know when it is full.
When desired front tank is full, you can select the opposite tank as
well and fill it up too.
Select AUS (OFF) to turn off the fuel transfer pump.
FUEL COCK # 4
PUMP ON/OFF
FUEL COCK # 3
SETS WHERE FUEL
IS TRANSFERRED TO
EIN = ON
FUEL TRANSFER!
EXAMPLE: VORN LINKS SELECTED AND EIN SELECTED.

PUMPS ARE ON AND FUEL IS TRANSFERRED TO FRONT LEFT
(VORN LINKS) MAIN TANK.
304
FUEL MANAGEMENT HOW TO DEAL WITH A PERFORATED FUEL TANK
PART 8: ENGINE
MANAGEMENT
In combat, you can see one of your fuel tanks damaged. Shit happens.
EXAMPLE: If your front right fuel tank is perforated (or even worse, on fire!!!) and you see fuel leaking from it, what would
you do? The best solution is to tell your engines to take fuel from the intact tank, not the damaged one.
In our case, the intact fuel tank is the left one.
Your left engine fuel cock should be set to P2 (Left engine draws from left front tank only).
Your right engine fuel cock should be set to P1 (Right engine draws from left front tank only).
TRICK: For each fuel cock/engine, P1 U P2 means I take my fuel from BOTH main tanks. P2 means I take my fuel
from the tank on MY SIDE only and P1 means I take my fuel from the tank on the OTHER SIDE only.
Since both engines will now drain the same tank (front right), the front left tank will be emptied twice as fast. You might
want to send fuel from the reserve tanks. Go to the Transfer Pump fuel cocks (as seen in previous slide), select VORN
LINKS (front left) and EIN (ON) and fuel will be transferred from the perforated rear right tank to the intact front left
one. Ta-dah!
EXAMPLE: VORN LINKS SELECTED AND EIN

SELECTED. PUMPS ARE ON AND FUEL IS TRANSFERRED
TO FRONT LEFT (VORN LINKS) MAIN TANK.
305
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
190
620
270
220
180
It is interesting to notice that the top speed of the

Bf.110 modelled in-game is about 420-440 km/h.
This top speed is closer to the recorded top speed
of the earlier Jumo 210B-powered Bf.110s (which
were severely underpowered due to a shortage of
DB 600 engines). In reality, the DB 600-powered
Bf.110C variants could reach a top speed of 523
km/h. The flight models are currently being
revised by Team Fusion for the upcoming patch.
306
307
PART 9: AIRCRAFT
PERFORMANCE
308
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
Match-Ups and Relative Performance (from II./KG53 Bomber Schule)

The Bf.110 was best used as a fighter-bomber, a ground attack aircraft or a bomber hunter. Bf.110 squadrons
paid a very heavy price when they were sent against fighter squadrons during the Battle of Britain. The losses
taken by the 110 forced german high command to revisit their approach to the role of a heavy fighter.
Bf.110C vs Hurricane
This is the only plane where you have a speed advantage. In fact, you can actually outclimb this plane. Assuming that you
start with an energy advantage, you can actually take on a Hurricane and win reliably. However, where there are Hurricanes,
there are Spitfires. If you stumble upon a Hurricane all by itself, and you have an energy advantage, savor the moment.
Bf.110C vs Spitfire
Death on wings. There is no area where the Spitfire has a disadvantage except firepower. Engage only with caution, and write
your will if a Spitfire shows above you and chooses you as his next meal. If you have a shot on one, take it (unless he doesn't
know you're there and you can escape first). You won't get another, so blow your ammo supply on him to try to get a few
lucky hits. If a couple 20mm land on his wing, he's much less of a threat and may decide to leave. There's a reason this plane
has a 3:1 kill/loss ratio on the Bf.110C.
Summary
In the air-to-air role it does not sound too good for the 110 driver. But all is not lost when you have a partner. Good
communication and airmanship can overcome the single bandit. On an active server, like ATAG, most of the Red jockeys only
know one-speed - flat out! Judicious use of speed, in a Bf.109 or Bf.110, can see you turning the tables on your opponent
who is always presuming they have the better turn rate. A barrel roll, with deceleration at the top of the roll, may cause an
overshoot. Of course, with the 110 you always have to be aware of its slow acceleration so if you decide to play make sure
you have some height
309
PART 9: AIRCRAFT
PERFORMANCE
FOR ADDITIONAL INFORMATION ON THE BF.110, CHECK OUT THESE YOUTUBE CHANNELS. THESE GUYS
COMPLETELY UNDERSTAND HOW TO FLY THE BF.110 AND EXPLAIN IT CLEARLY AND EFFORTLESSLY.
APEOFTHEYEAR
Channel:
https://www.youtube.com/user/Apeoftheyear/featured
Tutorials:
https://www.youtube.com/playlist?list=PLUyEbp1iw_PrgHx7nji2ohQyhHqBPluh1
Bf.110 Tutorial:
https://www.youtube.com/watch?v=8DhS9kiTPDw
JG4_KARAYA
Channel:
https://www.youtube.com/user/JG52Karaya
Bf.110 Tutorial:
https://www.youtube.com/watch?v=QsD4bpkgTPs
310
PART 10: AUTOPILOT
Unlike German bombers, the Bf.110 does not have a Mode 22 autopilot mode. It only has a
Course Mode. In this mode, the auto-pilot takes over rudder control to make your aircraft travel
following a given heading. You still have control over ailerons and elevator. Course mode is
generally used when climbing or descending. In this mode, climb rate is better controlled through
elevator trim rather than pure elevator input.
BF.110 AUTOPILOT OPERATION TABLE

STEP
REPEATER
COMPASS
ACTION
SET/SYNCHRONIZE DIRECTIONAL GYRO TO THE SAME HEADING READ

ON THE MAGNETIC COMPASS.
SET A COURSE TO DESIRED HEADING USING THE COURSE SETTER ON

THE REPEATER COMPASS

REPEATER COMPASS (FOLLOW THE WHITE INDICATOR).
WHEN AIRCRAFT IS ALIGNED WITH COURSE SETTER, ALIGN

AUTOPILOT BAND WITH THE DIRECTIONAL GYRO BAND USING THE
AUTOPILOT RIGHT OR AUTOPILOT LEFT CONTROLS.
WHEN AUTOPILOT/GYRO BANDS ARE LINED UP, ENGAGE DESIRED

AUTOPILOT MODE (COURSE MODE)

DIRECTIONAL
GYRO
MAGNETIC
COMPASS
AUTOPILOT
311
EXAMPLE:
PART 10: AUTOPILOT
If we want to go to go full north, we will have to follow a magnetic heading

of 010 (we add 10 degrees because of magnetic declination).
1.
Align Directional Gyro with Magnetic Compass using the DG setter knob.
2.
Set your Course Setter to 010 on your repeater compass.
3.
Navigate towards desired heading (until course setter and repeater

compass are aligned).
4.
Align Autopilot band with Directional Gyro band using the Autopilot
Left/Right controls.
5.
DIRECTIONAL
GYRO
4
AUTOPILOT
Once AP and DG bands are aligned, you can now engage course
autopilot.
COURSE SETTER
MAGNETIC
COMPASS
1
REPEATER
COMPASS
2
312
PART 10: AUTOPILOT

by a compass.
313
314
JUNKERS JU-87 B-2 STUKA
TABLE OF CONTENT JU-87 STUKA

PART 6: TAKEOFF
PART 7: LANDING
PART 10: DIVE BOMBING TUTORIAL
316
The Junkers Ju-87 or Stuka (from Sturzkampfflugzeug, "dive

bomber") was a two-man (pilot and rear gunner) German dive
bomber and ground-attack aircraft. Designed by Hermann
Pohlmann, the Stuka first flew in 1935 and made its combat
debut in 1936 as part of the Luftwaffe's Condor Legion during
the Spanish Civil War.
The aircraft was easily recognisable by its
inverted gull wings and fixed spatted undercarriage.
Upon the leading edges of its faired maingear legs
were mounted the Jericho-Trompete ("Jericho
Trumpet")
wailing
sirens,
becoming
the
propaganda symbol of German air power and
the Blitzkrieg victories of 19391942. The Stuka's
design included several innovative features,
including automatic pull-up dive brakes under both
wings to ensure that the aircraft recovered from its
attack dive even if the pilot blacked out from the
high g-forces.
317
The Ju-87 was a single-engined all-metal cantilever monoplane. It had a

fixed undercarriage and could carry a two-person crew. The main
construction material was duralumin, and the external coverings were made
of Duralumin sheeting. Parts that were required to be of strong
construction, such as the wing flaps, were made of Pantal (a German
aluminum alloy containing titanium as a hardening element) and its
components made of Elektron. Bolts and parts that were required to take
heavy stress were made of steel.
The Stuka was fitted with detachable hatches and removable coverings to
aid
and
ease
maintenance
and
overhaul.
The
designers
avoided welding parts wherever possible, preferring moulded and cast parts
instead. Large airframe segments were interchangeable as a complete unit,
which increased speed of repair. The airframe was also subdivided into
sections to allow transport by road or rail. The wings were of standard
Junkers double-wing construction. This gave the Ju-87 considerable
advantage on take-off; even at a shallow angle, large lift forces were created
through the aerofoil, reducing take-off and landing runs.
318
Some notable airmen flew the Ju-87. Oberst Hans-Ulrich Rudel was the
most successful Stuka ace and the most highly decorated German
serviceman of the Second World War. The vast majority of German ground
attack aces flew this aircraft at some point in their careers.
319
The Stuka operated with further success after the

Battle of Britain, and its potency as a precision
ground-attack aircraft became valuable to German
forces in the Balkans Campaign, the African and
Mediterranean theaters and the early stages of
the Eastern Front campaigns where Soviet fighter
resistance was disorganised and in short supply.
Although sturdy, accurate, and very

effective against ground targets, the
Ju-87, like many other dive bombers
of the war, was vulnerable to
modern fighter aircraft. Its flaws
became apparent during the Battle
of Britain; poor manoeuvrability and
a lack of both speed and defensive
armament meant that the Stuka
required heavy fighter escort to
operate effectively.
320
(Unit)
JU-87
B-2
TEMPERATURES
Water Rad Min
Max
Max
Deg C
Deg C
38
95
30
95
ENGINE SETTINGS
Engine & Fuel grade
Jumo 211 D-1

B-4 - 87 octane fuel
Takeoff RPM
RPM
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
RPM
Combat RPM
RPM

RPM @ km
RPM
2300
1 min MAX

UK: PSI
GER: ATA
ITA: mm HG
Operation Altitude
UK: ft
GER: M
Operation Altitude
UK: ft
GER: M
ITA: M
1.35
1 min max
0
1500
1500+

Pressure
RPM
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
2300
1.35
2300
30 min MAX
1.15
2200
1.1
2300
1.15
(AUTO/MAN MODES)
2000
As required
No Abrupt Throttling
321

FAMILIARIZATION
CREW MEMBERS
DORSAL GUNNER
PILOT
322

FAMILIARIZATION
JU-87 B-2
PILOT
323

FAMILIARIZATION
JU-87 B-2
PILOT
DIVE ANGLE
REFERENCE
324

FAMILIARIZATION
JU-87 B-2
PILOT
CANOPY HATCH
HANDLE
PITOT HEAT
325

FAMILIARIZATION
JU-87 B-2
PILOT
WING / FUSELAGE
BOMB SELECTOR
HAND PUMP
WING/FUSELAGE/BOTH
WING BOMB
ARMING
LIT = ARMED
OIL RADIATOR
CONTROL
FLOOR WINDOW
CONTROL
EIN/UP = CLOSED
AUS/DOWN = OPEN
326

FAMILIARIZATION
COURSE
SETTER
BOMB ALTIMETER
REPEATER
COMPASS
WHITE NEEDLE: ALTITUDE (KM)

RED NEEDLE: BOMB RELEASE
ALTITUDE
BOTTOM KNOB: RELEASE ALTITUDE
SETTER
AIRSPEED
INDICATOR
(KM/H)
WATER
RADIATOR
INDICATOR
DOWN = OPEN
UP = CLOSED
JU-87 B-2
PILOT
RPM (X 100)
BOMB
JETTISON
SWITCH
FUSELAGE
BOMB
RACK PANEL
TURN & BANK

INDICATOR
ALTIMETER
(KM)
(BOTTOM KNOB
SETS QFE)

SYSTEM INDICATOR
VERTICAL SCALE: NAVIGATION
BEACON SIGNAL INTENSITY
HORIZONTAL SCALE:
NAVIGATION BEACON SIGNAL
DIRECTION
VARIOMETER
SIMILAR FUNCTION TO BOOST OR MANIFOLD PRESSURE

(THROTTLE)
(VERTICAL VELOCITY
IN M/S)
WING BOMB
RACK PANEL
327

FAMILIARIZATION
JU-87 B-2
PILOT
FUEL GAUGE (L)

TOTAL CAPACITY: 480 L
LEFT WING TANKS: 240 L
RIGHT WING TANKS: 240 L
FUEL PRESSURE
(KM/CM2)
OIL PRESSURE
(KM/CM2)
OIL TEMPERATURE
(DEG C)
WATER RADIATOR
TEMPERATURE (DEG C)
FUEL CONTENTS
SELECTOR
FUSELAGE BOMB
ARMING
(RIGHT/LEFT WING TANKS)
328

FAMILIARIZATION
JU-87 B-2
WATER RADIATOR
CONTROLS
AUS PUSHED: OPEN
ZU PUSHED: CLOSE
PILOT
CLOCK
VOLT-AMPEREMETER
SUPERCHARGER HANDLE
PUSHED = AUTO (GEAR 1)
PULLED = MANUAL (GEAR 2)
MACHINE-GUN AMMO
COUNT
MAGNETIC COMPASS
COCKPIT LIGHT
329

FAMILIARIZATION
330

FAMILIARIZATION
JU-87 B-2
PILOT
HYDRAULIC PRESSURE
(KG/CM2)
FUEL COCK
HYDRAULIC PRESSURE
(KG/CM2)
331

FAMILIARIZATION
JU-87 B-2
PILOT
WAR EMERGENCY POWER

(NOT FUNCTIONAL)
MAGNETOS
THROTTLE
PROP
PITCH
332

FAMILIARIZATION
JU-87 B-2
PILOT
AIRBRAKE CONTROL
FWD: RETRACTED
MIDDLE: NEUTRAL
AFT: DEPLOYED
RUDDER TRIM
ELEVATOR TRIM INDICATOR

FLAPS CONTROL
DOWN / NEUTRAL / NEUTRAL / UP
ELEVATOR TRIM WHEEL
333

FAMILIARIZATION
FIXED LANDING GEAR
JERICHO
TRUMPET
(SIREN SOUND WHEN
AIRBRAKES ARE DEPLOYED)
334

FAMILIARIZATION
UNLOCK TAILWHEEL
LOCK TAILWHEEL
TAILWHEEL IS NOT STRAIGHT: KEEP TAIL SKID UNLOCKED
TAILWHEEL IS STRAIGHT: YOU CAN NOW LOCK TAIL SKID
NOTE: THERE IS NO VISIBLE LEVER FOR TAILWHEEL LOCK IN THE

COCKPIT. USE A CUSTOM KEY BINDING FOR IT (TAIL SKID LOCK)
335

FAMILIARIZATION
AIRBRAKES RETRACTED
AIRBRAKES DEPLOYED
336

FAMILIARIZATION
DORSAL GUNNER

--CRUISE POSITION: O
337

FAMILIARIZATION
TURRET IN
CRUISE POSITION
TURRET IN
FIRING POSITION
NOTES
mode is primarily used to generate less drag. FIRING position, on the other hand, allows you to
use your gun and rotate your turret to get a better view angle. It is useful to track targets or
examine damage on the wings or upper forward fuselage. Your gunner will only fire when the
turret is in FIRING position.
on the flag.
338

FAMILIARIZATION

WATER RAD OPEN
THE ENGINE
WATER RAD CLOSED

OIL RAD OPEN

ENGINE
OIL RAD CLOSED

339

FAMILIARIZATION
FLOOR WINDOW OPEN
FLOOR WINDOW CLOSED
340

FAMILIARIZATION
CRITICAL COMPONENTS
OIL
RADIATOR
WATER
RADIATOR
FUEL TANKS
7.92 mm
MACHINEGUN
(2 TOTAL)
CONTROL
CABLES
FUEL TANKS
WING SPARS
341

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
342

FAMILIARIZATION
343
JUNKERS JU-87 B-2
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
fire machine guns
ESSENTIAL
ESSENTIAL
I by default
ESSENTIAL

axes
ESSENTIAL
Trim controls (elevator/Horizontal Stab)
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
Fuel Cock Toggle #1
Extend /Retract Airbrake
SEE BOMBER NUMPAD
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
Open/Close Window Toggle (floor window used for dive

bombing)
Close Window (floor window used for dive bombing)
SEE BOMBER NUMPAD
344
JUNKERS JU-87 B-2

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
NOT ESSENTIAL
Throttle axis
ESSENTIAL
War Emergency Power
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
Open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL
ESSENTIAL

ESSENTIAL
bail out
mouse cursor)
increase /decrease sight altitude (sets bomb altimeter
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
release altitude)
Lock Tail Skid (Tailwheel lock toggle not visible in cockpit)
ESSENTIAL
345
PART 4: CONTROLS
JUNKERS JU-87 B-2

DESCRIPTION
MAPPED TO
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
L_ALT+1
ESSENTIAL
View-position #2 (dorsal gunner)
L_ALT+2
ESSENTIAL
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
Select bomb bay previous/Next
SEE BOMBER NUMPAD
ESSENTIAL
Selected Supercharger Previous Step
L_CTRL+Q (CUSTOM)
ESSENTIAL
Selected Supercharger Next Step
Q (CUSTOM)
ESSENTIAL
toggle bombs armed
SEE BOMBER NUMPAD
ESSENTIAL
ESSENTIAL
SEE BOMBER NUMPAD
346
PART 4: CONTROLS
pedal assembly.
NOTE: The landing gear is FIXED on the Stuka. Dont look for an undercarriage lever there isnt any.
347
PART 5: WEAPONS AND

ARMAMENT
1.
2.
3.
348
PART 5: WEAPONS AND

ARMAMENT
7.92 mm MG17
349
350
PART 5: WEAPONS AND

ARMAMENT

1. For low-level bombing:
1.
2.
4 X SC50 GP bomb, Low Level Fuse, 14 sec delay

1 X SC-500 GradeIII-J bomb, Low Level Fuse, 14 sec delay
PART 8: ENGINE
MANAGEMENT
2. For dive bombing:

1.
2.
4 X SC50 GP bomb, Low Level Fuse, 14 sec delay

1 X SC250 GP bomb, Dive Bombing Altitude Fuse, 8 sec delay

1) Arm Bombs
2) Choose Bomb Bay (Wing bombs or
Fuselage rack)
351
352
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
1.
Fuel cock ON
2.
Oil rad and water rad fully closed (0 %)
3.
Prop pitch full fine
4.
5.
6.
7.
8.
Wait for oil temperature to reach at least 30 deg C and water rad temperature to reach at
least 40 deg C.
9.
Oil & water radiators fully open (100 %)
10.
Taxi to the runway.
11.
12.
Line up on the runway and straighten up your tailwheel by moving forward in a straight
line. Lock your tailwheel by pressing a custom key binding for Tail Skid Lock (lever not
visible in cockpit).
13.
Perform last takeoff checks: Canopy Closed, flaps up, Water & Oil Rads fully open, Full Fine
prop pitch, good oil & water rad temperatures.
14.
Gradually throttle up. Do not throttle too fast: the engine is sensitive to abrupt changes in
manifold pressure. Compensate for engine torque and wind using rudder pedals and small
brake input to keep the aircraft straight. Slightly push the control column forward to lift the
tail.
15.
16.
You dont need to retract your landing gear: it is fixed!
17.
Throttle back to approx. 1.15 ATA. Lower prop pitch until engine is operating at 2300 RPM
while you are beginning your climb.
353
PART 7: LANDING
1.

m (1500 ft AGL).
2.
pitch to full fine (100 %).
3.
Deploy flaps (fully down).
4.

5.
6.
Stick fully back.
7.

354
PART 8: ENGINE
MANAGEMENT
The Jumo 211 was an inverted V-12 aircraft engine, Junkers Motoren's primary aircraft
engine of World War II. It was the direct competitor to the famous Daimler-Benz DB 601 and closely
paralleled its development. While the Daimler-Benz engine was mostly used in single-engined and
twin-engined fighters, the Jumo engine was primarily used in bombers such as Junkers' own Ju87 and Ju-88, and Heinkel's H-series examples of the Heinkel He 111 medium bomber. It was the
most-produced German aero engine of the war, with almost 70,000 examples completed.
PART 8: ENGINE
MANAGEMENT
The Jumo 211 was developed by Dr.

Franz Josef Neugebauer as scaledup successor to the earlier Jumo 210.
In 1934, even before the new Jumo
210 had completed its acceptance
tests, the RLM sent out a request for
a new 1,000 PS-class engine of about
500
kg
weight.
Both
Jumo
and Daimler-Benz responded, and in
order to reach service before the
new Daimler-Benz DB 600, the Jumo
team decided to make their new
design as similar as possible to
their 210H model, currently in testing.
The resulting Jumo 211 was first
prototyped at Jumo's Dessau plant in
1935 and started testing in April
1936. Like the 210H, it featured a
mechanical direct fuel injection
system using small pistons driven off
the crankshaft, three valves per
cylinder, and an inverted V layout. It
also had an open-cycle 356
cooling
system, not pressurized.
PART 8: ENGINE
MANAGEMENT
Development of the 211 continued with the 211B being released in 1938, with a slightly
increased maximum RPM of 2,400 which boosted power to 1,200 PS (1,200 hp; 880 kW).
The later 211C and 211D differed primarily in the propeller gear ratios and other features.
A major upgrade was started in 1940 in order to better compete with the 601, following in
its footsteps with a pressurized cooling system. The resulting 211E proved to be able to
run at much higher power settings without overheating, so it was quickly followed by
the 211F which included a strengthened crankshaft and a more efficient supercharger.
The Jumo 211 became the major bomber engine of the war, in no small part due to
Junkers also building a majority of the bombers then in use. Of course, since it was the
Luftwaffe that selected the final engine to be used after competitive testing on prototypes
(such as the Dornier Do 217), there is certainly more to it. Limited production capacity for
each type, and the fact that the Jumo was perfectly capable (if not superior) in a bomber
installation meant that it made sense to use both major types to the fullest; since the
Daimler had a slight edge in a lightweight, single-engine application, that left the Jumo to
fill in the remaining roles as a bomber engine. Even this wasn't enough in the end, and
radial engines like the BMW 801 were increasingly put into service alongside the Jumo
and DB series, most often in multi-engine installations like the Jumo.
357
358
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
settings once in a while for the pilots to know what settings they
should use. You can read your engine settings from the gauges in
the cockpit or from an info window.
The RPM indicator (1) and the manifold pressure (2) are what
you should check every minute. Constantly monitor oil (3) and
water (4) rad temperatures. Oil rad position (5) can be seen on
the info window and water rad position (6) can be seen on the
water rad position indicator.
The resulting RPM is affected by both manifold pressure and

prop pitch (5). Be careful with manifold pressure input: the
engine is very sensitive to abrupt throttling.
Radiator settings:
75 % WATER / 50 % OIL during climb & normal operation
0 % WATER / 0 % OIL during engine warm-up
(Unit)
JU-87
B-2
TEMPERATURES
Water Rad Min
Max
Deg C

Max
Deg C
38
95
30
95
359
SUPERCHARGER OPERATION
PART 8: ENGINE
MANAGEMENT
There are a lot of misconceptions and rumours about the use of superchargers. Time to reveal the truth!
A supercharger is an engine-driven air pump or compressor that provides compressed air to the engine to provide additional pressure
to the induction air so the engine can produce additional power. It increases manifold pressure and forces the fuel/air mixture into the
cylinders. The higher the manifold pressure, the more dense the fuel/air mixture, and the more power an engine can produce.
With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure. A
supercharger is capable of boosting manifold pressure above 30 "Hg (for german planes it would be an ATA value). For example, at 8,000
feet a typical engine may be able to produce 75 percent of the power it could produce at mean sea level (MSL) because the air is less
dense at the higher altitude. The supercharger compresses the air to a higher density allowing a supercharged engine to produce the
same manifold pressure at higher altitudes as it could produce at sea level.
Thus, an engine at 8,000 feet MSL could still produce 25 "Hg of manifold pressure whereas without a supercharger it could produce only
22 "Hg. Superchargers are especially valuable at high altitudes (such as 18,000 feet) where the air density is 50 percent that of sea level.
The use of a supercharger in many cases will supply air to the engine at the same density it did at sea level. With a normally aspirated
engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure.
360
PART 8: ENGINE
MANAGEMENT
This is what a two-speed centrifugal

supercharger looks like.
EXAMPLES OF A CENTRIFUGAL SUPERCHARGER

(BRISTOL HERCULES)
REAL-LIFE CENTRIFUGAL
SUPERCHARGER FOR THE JUMO 211
361
PART 8: ENGINE
MANAGEMENT
Some of the large radial engines developed during World War II have a single-stage, two-speed
supercharger. This is what we have on the Jumo 211. With this type of supercharger, a single impeller may
be operated at two speeds.
The low impeller speed is often referred to as the low blower setting, while the high impeller speed is
called the high blower setting. On engines equipped with a two-speed supercharger, a lever or switch in the
flight deck activates an oil-operated clutch that switches from one speed to the other.
Supercharger vs Turbosupercharger (or Turbocharger)

While there is no turbocharger installed on the Jumo 211, it is interesting to explain the differences
between a turbocharger (installed on the P-47 Thunderbolt for example) and a supercharger. Why? Simply
because people often confuse them.
The most efficient method of increasing horsepower in an engine is by use of a turbosupercharger or
turbocharger. Installed on an engine, this booster uses the engines exhaust gases to drive an air
compressor to increase the pressure of the air going into the engine through the carburetor or fuel
injection system to boost power at higher altitude.
The major disadvantage of the gear-driven supercharger use of a large amount of the engines power
output for the amount of power increase produced is avoided with a turbocharger, because
turbochargers are powered by an engines exhaust gases. This means a turbocharger recovers energy from
hot exhaust gases that would otherwise be lost.
A second advantage of turbochargers over superchargers is the ability to maintain control over an engines
rated sea level horsepower from sea level up to the engines critical altitude. Critical altitude is the
maximum altitude at which a turbocharged engine can produce its rated horsepower. Above the critical
362
altitude, power output begins to decrease like it does for a normally aspirated engine.
SUPERCHARGER OPERATION TUTORIAL (PART 1)
PART 8: ENGINE
MANAGEMENT
(Unit)
The supercharger on the Jumo 211 is a two-speed centrifugal type

TEMPERATURES
UK: ft
supercharger with automatic boost control
Supercharger Stage 1 (AUTOMATIC)
GER: M
Operation Altitude
There is a slight difference in terminology between the supercharger used Supercharger Stage 2 (MANUAL)
UK: ft
GER: M
in the Stuka and the one used in the Ju-88.
Operation Altitude
ITA: M
The Stuka supercharger has AUTOMATIC and MANUAL modes. AUTOMATIC
mode is used under 1500 m (which will leave the supercharger in first gear)
while the MANUAL mode (which will engage the second gear) is used over
1500 m.
You switch between first (low blower - AUTO) and second (high blower MANUAL) supercharger gears using the Selected Supercharger Previous /
Next Step controls.
Do not use the Selected Supercharger Cycle control. It is bugged and
does not work.
My key custom bindings are: Selected Supercharger Previous Step
mapped to LCTRL+Q and Selected Supercharger Next Step mapped to
SUPERCHARGER GEAR SWITCH
Q.
CONTROL
Supercharger has no effect at low altitudes (under 1500 m), whether in
PUSHED = AUTO (GEAR 1)
AUTO or MANUAL mode. You need to be above 1500 m to see a difference:
PULLED = MANUAL (GEAR 2)
AUTO mode will MANUAL mode.
COMP at 0 % means the supercharger is in first gear / AUTO. COMP at
100 % means the supercharger is in second gear / MANUAL.
JU-87
B-2
0
1500
1500+
AUTO MODE = GEAR 1 = LOW BLOWER = LOW MANIFOLD PRESSURE = COMP 0 % = USED BETWEEN 0 AND 1,500 M.
MANUAL MODE = GEAR 2 = HIGH BLOWER = HIGH MANIFOLD PRESSURE = COMP 100 % = USED AT 1,500 M OR HIGHER.
DURING DIVE BOMBING, LEAVE SUPERCHARGER IN AUTO (GEAR 1).
363
To switch gears, you need to do it individually for each engine:
PART 8: ENGINE
MANAGEMENT
1.
Check your altitude. If you are under 1500 m or you are about to go on a
dive bombing run, you need to have your supercharger in first gear
(AUTO). If you are over 1500 m, you need to have your supercharger in
second gear.
2. Hit Q to switch to second gear (high blower - MANUAL) or hit
LCTRL+Q to switch to first gear (low blower - AUTO).
3. If you switch to second gear, you will see an increase in manifold pressure
(ATA) and RPM (but only if you are over 1,500 m). Make sure to adjust
throttle so your ATA and RPM are not over safety limits. If you ATA is too
high, you can cook the engine very easily in the Stuka.
In this example, I deliberately chose to fly high (2000+ m) and run the engine on
the first supercharger gear (low blower - AUTO) and switched the second
supercharger gear (high blower - MANUAL) to show you the difference between
supercharger gear behaviour.
In AUTO mode, engine has an ATA of 1.0 and a RPM of 1800. (supercharger gear
1)
In MANUAL mode, engine has an ATA of 1.3 and a RPM of 1800. (supercharger
gear 2)
And yet, both situations had the engine at the same throttle & prop pitch
settings!
Had we been flying lower (under 1,500 m), we would not have seen any
difference in manifold pressure or RPM, no matter the supercharger mode
selected.
(Unit)
JU-87
AUTO
THTL: 52 %
PROP: 43 %
ATA: 1.0
RPM: 1800
ALTITUDE: 2,000 m
MANUAL
THTL: 52 %
PROP: 43 %
ATA: 1.3
RPM: 1800
ALTITUDE: 2,000 m
B-2
TEMPERATURES
Supercharger Stage 1 (AUTOMATIC)
Operation Altitude
Supercharger Stage 2 (MANUAL)
Operation Altitude
UK: ft
GER: M
0
1500
UK: ft
GER: M
ITA: M
1500+
364
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
170
720
215
170
150
For more information on either

Aviation Regiment Operations
Checklist. It is a fantastic resource
(link below).
https://dl.dropboxusercontent.com/u/20586
543/CLIFFS%20OF%20DOVER%20Operations
%20Checklist.pdf
365
366
PART 9: AIRCRAFT
PERFORMANCE
367
PART 9: AIRCRAFT
PERFORMANCE
PART 10: DIVE BOMBING

TUTORIAL
Dive bombing is an art that was perfected by Stuka pilots of the

Blitzkrieg such as the famous Hans-Ulrich Rudel. Here is a
tutorial on how to dive bomb using the Automatic Recovery
system. Dont worry, it is very simple.
The Automatic Recovery System was a system implemented

specifically for dive bombing. But what is it, and why should
you care?
Dive bombing requires you to dive straight to the ground. In the

process, you gain a considerable amount of airspeed. Gaining
airspeed isnt a problem unless you need to change direction.
Think of it as a rollercoaster: you are feeling fine when you are
at the top, but when you start doing sharp turns, you will feel
yourself being crushed into your seat: this is what we call G
acceleration forces. These g-forces drain blood away from the
brain and cause cerebral hypoxia (the pilot will see a black veil,
blacking out). Pilots could then enter a G-LOC state, which
means a G-force induced Loss Of Consciousness.
During dive bombing runs, some pilots blacked out because the
G-forces were too much for them to handle. A solution was
proposed by german engineers: to create a system to force the
aircraft to pull away from the dive automatically which means
that even if the pilot momentarily blacks out and cannot control
his plane, the aircraft will naturally climb back up to safety.
368

TUTORIAL
THIS IS HOW PILOTS REALLY DID IT.
THIS IS WHAT THEY TEACH IN

HOLLYWOOD FLIGHT SCHOOL.
Movies often show the famous Split S reversed roll being used as a dive bombing tactic. While it is pretty and cool to look at, it is not very
practical as it disorients the pilot needlessly and puts him at risk.
In real life, pilots would simply spot their target with the floor window open, arm their bombs, set their release altitude and start diving right
away by pushing the aircrafts nose down (by doing it manually or by using the airbrakes, more on that later).
Always plan your bomb run ahead: know at which altitude you intend to start your dive, and at which altitude you want to pull out of the dive.
You can set your bomb release altitude with the knob under the Bomb Altimeter and the red/white needle. This is when your bombs will be
dropped and the aircraft will pull up.
Typically, bomb runs would be started from about 4,500 m.
Bomb release altitude is critical: make sure you know what is your targets altitude so the Automatic Recovery System doesnt send you
crashing into the ground. For instance, if you set your bomb release altitude at 750 m and your target is actually at 800 m, the Automatic
Recovery System will only work when it is too late which is 50 m under the ground. Approximate your targets altitude using tables next page.
A minimum bomb release altitude of 650 m above target is recommended if you want to stay clear of the bomb blast.
369
Recommended bomb release altitude = Target Altitude + 650 m
370

TUTORIAL

TUTORIAL
DIVE BOMBING PROCEDURE

1.
2.
3.
4.
5.
6.
7.
Make sure your gunsight illumination is ON

Open up your floor window (hold left mouse btn)
Select the bombs you want to drop on the bomb
arming panel (wing bombs or fuselage bomb or both)
Arm your bombs (either wing or fuselage bomb
arming buttons will do)
Set bomb release altitude with the knob on the bomb
altimeter. 650 m or more is recommended.
Make sure you are trimmed for level flight by using
your elevator trim and your variometer (vertical
velocity = 0 m/s).
Ensure supercharger is in AUTO mode.
SELECT BOMBS YOU WANT TO DROP
371

TUTORIAL
DIVE BOMBING PROCEDURE

8. Spot your target through the floor window
9. Wait until it disappears, cut throttle to idle
and deploy airbrakes!
10. Aircraft will start nosing down. Do not touch
your elevator trim: use rudder, aileron and
elevator input to keep gunsight on target.
11. Maintain optimal dive angle around 85 deg.
12. At 650 m, bombs are dropped and your
aircraft will automatically pull up. Retract
dive brakes, throttle up and enjoy the
fireworks.
THAT MAN LIVING IN THE LIGHTHOUSE SAID HE

DIDNT LIKE BRATWURST HES GONNA GET IT!
ANGLE REFERENCE
LINE
60 DEG
11
MUST WRECK PROPERTY!
12
HORIZON LINE
BY CHECKING QUICKLY THROUGH THE

WINDOW, WE SEE THAT WE ARE AT
ABOUT 60 DEG. PUSH THE NOSE
FURTHER DOWN TO GET TO 80-85 DEG.
10
372

TUTORIAL

(APPLICABLE TO JU-87)
DROP BOMBS
ARM BOMBS (AXIS BOMBERS ONLY)
L_CTRL+W

(BOMBARDIER/PILOT)
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
AIRBRAKES TOGGLE
L_CTRL + F
OPEN / CLOSE WINDOW
CUSTOM KEY
R_CTRL + N

NUM
INCREASE
DIRECTIONAL
GYRO
DECREASE
DIRECTIONAL
GYRO
DECREASE
COURSE
SETTER
BOMB
DISTRIBUTOR
MODE PREVIOUS
BOMB
DISTRIBUTOR
MODE NEXT
TOGGLE BOMB
DISTRIBUTOR
SHORT DELAY
INCREASE
COURSE
SETTER
DECREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
SIGHT
DISTANCE
ENTER
DECREASE
BOMB SALVO
QUANTITY
INCREASE
BOMB SALVO
QUANTITY
DECREASE
SIGHT
DISTANCE
TOGGLE
BOMBSIGHT
AUTOMATION
SELECT BOMB
BAY NEXT
373
374
JUNKERS JU-88 A-1
375
TABLE OF CONTENT JU-88

PART 6: TAKEOFF
PART 7: LANDING
PART 10: COMPASS NAVIGATION TUTORIAL
376
Designed by W. H. Evers and Alfred Gassner of Junkers Flugzeug- und Motorenwerke (JFM) in the mid-1930s, the
Ju-88 was to be a so-called Schnellbomber ("fast bomber") which would be too fast for any of the fighters of its era
to intercept. The Junkers Ju-88 suffered from a number of technical problems during the later stages of its
development and early operational roles, but became one of the most versatile combat aircraft of the war. Like a
number of other Luftwaffe bombers, it was used successfully as a bomber, dive bomber, night fighter, torpedo
bomber, reconnaissance aircraft, heavy fighterand even, during the closing stages of the conflict in Europe, as
377
a flying bomb.
The Ju-88 was designed as a twin engine high speed bomber that became one of the most
versatile bombers in the Luftwaffe and was called The Maid of all Work (probably a feminine
version of Jack of all Trades). The A-1 is capable of level bombing, glide bombing, and dive
bombing just like a Stuka. It is capable of carrying a 2400 Kg bomb load.
378
It was during the closing days of the Battle

of Britain that the flagship Ju-88 A-4 went
into service. Although slower yet than the
A-1, nearly all of the troubles of the A-1
were gone, and finally the Ju 88 matured
into a superb warplane. The A-4 actually
saw additional improvements including
more powerful engines, but, unlike other
aircraft in the Luftwaffe, did not see a
model code change.
By August 1940, Ju-88 A-1s and A-5s were

reaching operational units, just as the
Battle of Britain was intensifying.
The battle proved very costly. Its higher
speed did not prevent Ju-88 losses
exceeding those of its Dornier Do 17 and
Heinkel He-111 stablemates, despite being
deployed in smaller numbers than either.
379
Despite its protracted development, the aircraft became one of the Luftwaffe's most important assets. The
assembly line ran constantly from 1936 to 1945, and more than 16,000 Ju-88s were built in dozens of
variants, more than any other twin-engine German aircraft of the period. Throughout the production, the basic
structure of the aircraft remained unchanged.
The Ju-88 was to prove a very capable and valuable asset to the
Luftwaffe in the east. The Ju-88 units met with instant success,
attacking enemy airfields and positions at low level and causing
enormous losses for little damage in return.
380
(Unit)
JU-88
A-1
TEMPERATURES
Water Rad Min
Max
Max
Deg C
40
90
40
80
Deg C
ENGINE SETTINGS
Engine & Fuel grade
Jumo 211 B-1

Takeoff RPM
RPM
2400
UK: PSI
GER: ATA
ITA: mm HG
1.35
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
Manifold Pressure
RPM
Combat RPM
RPM
2300
UK: PSI
GER: ATA
ITA: mm HG
1.15

RPM @ km
RPM
2400
1 min MAX

UK: PSI
GER: ATA
ITA: mm HG
Operation Altitude
Operation Altitude
UK: ft
GER: M
1.35
1 min max
0
1220

Pressure
RPM
UK: PSI
GER: ATA
ITA: mm HG
UK: ft
GER: M
ITA: M
UK: PSI
GER: ATA
ITA: mm HG
2300
30 min MAX
1.15
2100
1.1
1220+
2100
As required
Engine very sensitive to ata/rpm

Dive Brakes
381
382

FAMILIARIZATION
CREW MEMBERS
DORSAL GUNNER
PILOT
NOSE GUNNER / BOMBARDIER
VENTRAL GUNNER
383

FAMILIARIZATION
JU-88 A-1
PILOT
384

FAMILIARIZATION
JU-88 A-1
PILOT
PROP PITCH
(MAX: 12:00)
ENGINE SETTINGS SHOWN

ON NACELLE.
YES YOU NEED TO LOOK
THROUGH THE WINDOW.
AND YES IT WAS A RATHER
WEIRD DESIGN CHOICE.
ENGINE OIL
TEMPERATURE
(DEG C)
HYDRAULIC PRESSURE
(KG/CM2)
385

FAMILIARIZATION
NOTE 1: IN THE JU-88, THE PROP PITCH WORKS JUST LIKE IN THE SPITFIRE OR
HURRICANE. YOU CAN MAP YOUR PROP PITCH TO AN AXIS RATHER THAN A SWITCH (AS
USED IN BF.109 AND BF.110).
NOTE 2: THE JU-88 COCKPIT IS NOTORIOUS FOR HAVING ABYSMAL VISIBILITY FOR
TRACK IR USERS, WHICH IS WHY WE CANT SEE THE FUEL COCKS, PROP PITCH LEVERS
AND WATER RADIATOR CONTROLS AS THEY ARE HIDDEN BY THE PILOT SEAT. DONT
FORGET TO MAP FUEL COCK # 1 AND # 2 TOGGLES IN YOUR CONTROLS. IT IS
MANDATORY IF YOU WANT TO START YOUR ENGINE. MY PERSONAL KEY BINDINGS FOR
FUEL COCK # 1 AND # 2 ARE LCTRL + 1 AND LCTRL + 2.
JU-88 A-1
PILOT
FUEL COCKS
#1&#1
(HIDDEN)
PROP PITCH
(HIDDEN)
SUPERCHARGER
TOGGLE # 1 & # 1
(HIDDEN)
WATER & OIL

RADIATOR CONTROLS
(HIDDEN)
386

FAMILIARIZATION
JU-88 A-1
PILOT
NOTE: FLAPS USE HYDRAULIC POWER. YOU HAVE THREE SETTINGS: UP, NEUTRAL AND
DOWN. IN REAL LIFE, YOU WOULD OPERATE FLAPS BY HOLDING THE LEVER IN THE UP OR
DOWN POSITION, AND RETURN THE LEVER IN THE NEUTRAL POSITION ONCE THE FLAPS
ARE IN THE DESIRED POSITION. OBVIOUSLY, YOU WILL SIMPLY WEAR DOWN YOUR
HYDRAULIC PUMPS IF YOU KEEP YOUR FLAPS IN THE UP POSITION INSTEAD OF THE
CORRECT NEUTRAL POSITION.
LANDING GEAR LEVER

FWD: EIN (UP)
AFT: AUS (DOWN)
AILERON TRIM
WHEEL
RUDDER TRIM
INDICATOR
ELEVATOR TRIM
WHEEL
FLAPS LEVER
RUDDER TRIM WHEEL
AIRBRAKE LEVER
THROTTLE
FULL FWD: FLAPS UP

LANDEKL: FLAPS DOWN (50 DEG)
0: NEUTRAL
FULL AFT: FLAPS UP
387

FAMILIARIZATION
LANDING GEAR
INDICATOR
AFT: DEPLOYED
FWD: RETRACTED
FLAPS INDICATOR
AFT: DEPLOYED
FWD: RETRACTED
AIRBRAKE INDICATOR
AFT: DEPLOYED
FWD: RETRACTED
388

FAMILIARIZATION
FUEL COCKS # 1, 2, 3, 5, 6 & 8 (NUMBERS

INCORRECTLY LABELLED WHEN HOVERING MOUSE)
DOWN = EIN (ON)
UP = AUS (OFF)
SEE ENGINE MANAGEMENT SECTION TO KNOW MORE ABOUT THE FUEL

SYSTEM.
389

FAMILIARIZATION
JU-88 A-1
PILOT
AIRSPEED INDICATOR
(KM/H)
ALTIMETER (KM)
SYSTEM INDICATOR
ALTIMETER (KM)
RED NEEDLE: ALTITUDE FROM
WHICH YOU WILL START YOUR
DIVE BOMBING RUN.

BEACON SIGNAL DIRECTION.
AUTOPILOT MODE
SELECTOR
(OFF/COURSE/MODE 22)
MAGNETOS
CLOCK
390

FAMILIARIZATION
JU-88 A-1
AUTOPILOT COURSE
PILOT
ARTIFICIAL HORIZON
TURN & BANK

INDICATOR
VARIOMETER
(VERTICAL VELOCITY)
(M/S)
AUTOPILOT LIGHT
LIT = AUTOPILOT ENGAGED
391

FAMILIARIZATION
JU-88 A-1
REPEATER COMPASS
PILOT
DIRECTIONAL GYRO
(UPPER BAND)
AUTOPILOT DIRECTION
(BOTTOM BAND)
SLIP INDICATOR
DIRECTIONAL GYRO
SETTTER KNOB
MAGNETIC COMPASS
392

FAMILIARIZATION
JU-88 A-1
BOMBARDIER
NOSE GUNNER
NOSE GUNNER CONTROLS

393

FAMILIARIZATION
GREEN INDEX: SETTING FOR INFINITE OPERATION

YELLOW INDEX: 30 MINUTES MAX OPERATION LIMIT
RED INDEX: 1 MINUTE MAX OPERATION LIMIT
JU-88 A-1
BOMBARDIER
NOSE GUNNER

PRESSURE (THROTTLE)
RPM (U/min)
FUEL PRESSURE (KG/CM2)

UP: OIL PRESSURE
DOWN: FUEL PRESSURE
WATER RADIATOR
TEMPERATURE (DEG C)
394

FAMILIARIZATION
JU-88 A-1
BOMBARDIER
NOSE GUNNER
FUEL GAUGE (L)

(ALL TANKS ON LEFT SIDE)
FUEL CONTENTS SELECTOR

(TOTAL CAPACITY: 1720 L FUEL, 240 L OIL)
1: RUMPF - FRONT FUSELAGE FUEL TANK (NOT IMPLEMENTED)
2: AUEN - OUTER FUEL TANKS (430 L EACH)
3: INNEN - INNER FUEL TANKS (430 L EACH)
4: LINKS LEFT OIL TANK (120 L)
5: RECHTS RIGHT OIL TANK (120 L)
FUEL GAUGE (L)

(ALL TANKS ON RIGHT SIDE)
AMBIENT AIR
TEMPERATURE (DEG C)
COCKPIT PRIMARY
ILLUMINATION
COCKPIT SECONDARY
ILLUMINATION
395

FAMILIARIZATION
JU-88 A-1
BOMBARDIER
NOSE GUNNER
BOMB BAY MANUAL

CRANK
396

FAMILIARIZATION
JU-88 A-1
BOMBARDIER
NOSE GUNNER
BOMBSIGHT
TAILWHEEL LOCK
397

FAMILIARIZATION
JU-88 A-1
VENTRAL
GUNNER
VENTRAL GUNNER CONTROLS

398

FAMILIARIZATION
JU-88 A-1
DORSAL
GUNNER

399

FAMILIARIZATION
NOTES
Your gunner can call out fighters if you have your in-game chat info window enabled. However, if you
switcher to your gunner position and switched back to your pilot seat, it is possible that the AI gunner will
not take control of the gun. In other words, your gunner will not fire unless the AI takes control of it. To give
back the AI control of your turret, you should use the L_ALT+F2.
Any turret or other air crew position (like the bombardier) can be manned by other players in multiplayer.
They just need to double-click on the available slot in multiplayer once they clicked on the flag.
400

FAMILIARIZATION
ANNULAR WATER RAD OPEN

THE ENGINE
ANNULAR WATER RAD CLOSED

401

FAMILIARIZATION
CRITICAL COMPONENTS
FUEL TANKS
CONTROL
CABLES
WING SPARS
WATER
RADIATOR
(ANNULAR)
402

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
403

FAMILIARIZATION
404
JUNKERS JU-88 A-1
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
ESSENTIAL
Fuel Cock Toggle #1 #2
ESSENTIAL (NOT CLICKABLE!)
I by default
ESSENTIAL

axes
ESSENTIAL
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
all engines select
L_SHIFT+3 (CUSTOM)
ESSENTIAL
Retract Airbrakes
ESSENTIAL
Extend Airbrakes
ESSENTIAL
Open / Close Bomb Bay Doors
N / LCTRL+N (CUSTOM)
ESSENTIAL
405
JUNKERS JU-88 A-1

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL
Throttle axis
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
Open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL
Usually set to Axis for second

throttle. Set to keyboard otherwise.
ESSENTIAL

ESSENTIAL
ESSENTIAL
bail out
ESSENTIAL
ESSENTIAL

cursor)
F10
ESSENTIAL
L_ALT+F2
ESSENTIAL
L_ALT+1
ESSENTIAL
L_ALT+2
ESSENTIAL
View-position #5 (ventral gunner)
L_ALT+3
ESSENTIAL
ESSENTIAL
406
PART 4: CONTROLS
JUNKERS JU-88 A-1

DESCRIPTION
MAPPED TO
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
L_CTRL + A (CUSTOM)
ESSENTIAL
L_CTRL + S (CUSTOM)
ESSENTIAL
bomb mode selector next / previous (salvo/series/single)
SEE BOMBER NUMPAD
ESSENTIAL
Increase/decrease bomb distributor salvo quantity
SEE BOMBER NUMPAD
ESSENTIAL
toggle bombs armed
SEE BOMBER NUMPAD
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
Increase/decrease bomb distributor delay
SEE BOMBER NUMPAD
ESSENTIAL
Increase/decrease sight distance
SEE BOMBER NUMPAD
ESSENTIAL
Select bomb bay previous/Next
SEE BOMBER NUMPAD
ESSENTIAL
SEE BOMBER NUMPAD
SEE BOMBER NUMPAD
Toggle bombsight automation
SEE BOMBER NUMPAD
ESSENTIAL
L_CTRL+Q (CUSTOM)
ESSENTIAL
Q (CUSTOM)
ESSENTIAL
407
PART 4: CONTROLS
pedal assembly.
408
Recommended Gunner Machine-Gun Belt Loadouts Rheinmetall-Borsig MG 15 (7.92 mm)
PART 5: WEAPONS AND

ARMAMENT
1.
2.
3.
409
410
PART 5: WEAPONS AND

ARMAMENT
PART 5: WEAPONS AND

ARMAMENT
FRONT BOMB BAY
FUSE DELAY
RECOMMENDED: 18 x GP SC 50
FOR HIGH ALTITUDE: 0 SEC
REAR BOMB BAY
FUSE DELAY
WING RACK
FOR DIVE BOMBING: 8 SEC
8 weeks??? No wonder Jerry

lost the Battle of Britain!
FUSE DELAY
FOR LOW ALTITUDE/SKIP BOMBING:
14 SEC
411
412
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
1.
Fuel cocks for both engines set to BOTH (not visible in cockpit, use key bindings. Mine are
LCTRL+1 and LCTRL+2 for fuel cock # 1 and # 2 toggle). Make sure that your engine fuel tanks
are filled by selecting inner tanks with the Fuel Contents Gauge Selector (3 inner main fuel
tanks).
2.
3.
4.
Prop pitch full fine (RPM @ 100 %).
5.
6.
7.
8.
9.
10.
11.
Wait for oil temperature to reach at least 40 deg C and water rad temperature to reach at
least 40 deg C.
12.
Taxi to the runway.
13.
14.
(100 %), good oil & water rad temperatures.
15.
Gradually throttle up. Compensate for engine torque and wind using rudder pedals and
small brake input to keep the aircraft straight. Slightly push the yoke forward to lift the tail,
which should lift off by itself naturally.
16.
Rotation is at 185 km/h. Be very careful as your tyres will burst at around 200 km/h.
17.
Raise landing gear and flaps and throttle back to approx. 1.15 ATA (orange line). Lower prop
pitch until engine is operating at 2300 RPM while you are beginning your climb. Your best
climb rate is at 250 km/h.
413
PART 7: LANDING
1.

m (1500 ft AGL).
2.
3.
4.

5.
6.
Yoke fully back.
7.

414
PART 8: ENGINE
MANAGEMENT
twin-engined fighters, the Jumo engine was primarily used in bombers such as Junkers' own Ju
87 and Ju 88, and Heinkel's H-series examples of the Heinkel He 111 medium bomber. It was the
PART 8: ENGINE
MANAGEMENT

500
kg
weight.
Both
Jumo
cooling
PART 8: ENGINE
MANAGEMENT
417
418
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
they should use. You can read your engine settings from the
The RPM indicator (1) and the manifold pressure (2) are
what you should check every minute. The green, orange
and red indexes are visual markers to remind you of the
limits for 1 min operation (red), 30 min operation (orange)
and infinite operation (green). The oil (3) and water (4)
radiators can be approximated from the crank position or
read from the info window in % (only the oil radiator can
be read though as the water rad info window will only tell
you if you are opening or closing them). Note: 100 % =
fully open
The resulting RPM is affected by both manifold pressure
and prop pitch (5).
Radiator settings:
5
GAUGE IS ON THE
ENGINE ITSELF!

(Unit)
JU-88
A-1
TEMPERATURES
Water Rad Min
Max
Deg C

Max
Deg C
40
90
40
80
419
PART 8: ENGINE
MANAGEMENT
420
PART 8: ENGINE
MANAGEMENT


(BRISTOL HERCULES)
421
PART 8: ENGINE
MANAGEMENT

422
PART 8: ENGINE
MANAGEMENT

The supercharger on the Jumo 211 is a twospeed centrifugal type supercharger with automatic boost
control
You switch between first (low blower) and second (high
blower) supercharger gears using the Selected
Supercharger Previous / Next Step controls.
Do not use the Selected Supercharger Cycle control. It is
bugged and does not work.
My key custom bindings are: Selected Supercharger
Previous Step mapped to LCTRL+Q and Selected
Supercharger Next Step mapped to Q.
Supercharger has no effect at low altitudes (under 1200 m).
You need to be above 1500 m to see a difference.
COMP at 0 % means the supercharger is in first gear.
COMP at 100 % means the supercharger is in second gear.
(Unit)

CONTROL (HIDDEN)
JU-88
A-1
TEMPERATURES
Operation Altitude
Operation Altitude
UK: ft
GER: M
0
1220
UK: ft
GER: M
ITA: M
1220+
423
PART 8: ENGINE
MANAGEMENT
1.
2.
3.
4.
5.
6.
Check your altitude. If you are under 1200 m, you need to have your
supercharger in first gear. If you are over 1500 m, you need to have your
supercharger in second gear.
Select Engine # 1 (LSHIFT+1)
Hit Q to switch to second gear (high blower) or hit LCTRL+Q to switch to
first gear (low blower).
If you switch to second gear, you will see an increase in manifold pressure (ATA)
and RPM. Make sure to adjust throttle so your ATA and RPM are not over the
orange index. If you ATA is too high, you can cook the engine.
Select Engine # 2 (LSHIFT+2) and repeat steps 2 to 4.
Select all engines (LSHIFT+3) and youre done!

CONTROL (HIDDEN)
In this example, I deliberately chose to fly high (4000+ m) and run the left
engine on the first supercharger gear (low blower) and the right engine on
the second supercharger gear (high blower) to show you the difference
between supercharger gear behaviour.
Left engine has an ATA of 0.85 and a RPM of 1800. (supercharger gear 1)
Right engine has an ATA of 1.12 and a RPM of 2000. (supercharger gear 2)
And yet, both engines have their throttle & prop pitch at the same
position!
(Unit)
JU-88
A-1
TEMPERATURES
Operation Altitude
Operation Altitude
UK: ft
GER: M
UK: ft
GER: M
ITA: M
0
1220
1220+
(AUTO/MAN MODES)
424
PART 8: ENGINE
MANAGEMENT
FUEL MANAGEMENT SYSTEM

The switch box is used to control fuel
transfer pumps.
Aus (UP) is OFF.
Ein (DOWN) is ON.
The nine-lamp indicator is used as a
pumping diagram. This basically tells
you what is going on with each fuel tank.
You can see the fuel diagram below:
SWITCH BOX
EXTERNAL DROP TANK (NOT IN GAME)

(RED)
NINE-LAMP
INDICATOR
OUTER TANK
(GREEN)
OIL TANK
(BLACK)
INNER TANK
(YELLOW)
425
PART 8: ENGINE
MANAGEMENT
NOTE: Your engines only take fuel from the inner (main) tanks NOT from the outer (reserve) tanks.
1.
2.
3.
4.
There are six fuel lamps on the panel on the left of the pilot seat. You can read letters in them: V-V-L-L-V-V.
The "V" indicates filling/pumping and the "L" indicates emptying.
The outer lamps with the red V are the fuel pumps of your engines. They should be lit at all times.
The inner lamps with yellow V are the fuel pumps that transfer fuel from BOTH outer tanks to either the
left inner tank (left V lit) or the right
inner tank (right V lit).
5. Left yellow V lit = fuel transfer pump is
3
sending fuel from BOTH outer reserve
6
tanks to left inner main tank only.
6. Right yellow V lit = fuel transfer pump is
7
sending fuel from BOTH outer reserve
tanks to right inner main tank only.
7. Inner red L lamps are lit when either
left or right inner main tanks are under
7
50 %. It is basically a reminder to let you
know hey dude, start transferring fuel
5
from reserve tanks to main tanks!
OVERALL, just remember that when you
have a red L lit up, its time to take fuel
from your outer reserve tanks to your inner
main tanks (see next slide).
426
PART 8: ENGINE
MANAGEMENT
These switches are pretty but what do they do?

Visible switch label
In-Game Label
Kraftst.Pump.links
Kraftst.Pump.rechts
--
1
2
1
2
--
Action
(always on)
(always on)
Fuel cock #3
EIN: ON / AUS: OFF

Pump fuel from left drop tank to the left inner tank only. Left yellow V should be lit.
(FUNCTIONAL, BUT USELESS SINCE WE DONT HAVE EXTERNAL FUEL TANKS)
Fuel cock #4
EIN: ON / AUS: OFF

Pump fuel from right drop tank to the right inner tank only. Right yellow V should be lit.
(FUNCTIONAL, BUT USELESS SINCE WE DONT HAVE EXTERNAL FUEL TANKS)
EIN: ON / AUS: OFF
Pump fuel from forward fuselage tank to both inner tanks. Both yellow V should be lit.
(FUNCTIONAL, BUT USELESS SINCE FWD AND REAR FUSELAGE TANKS ARE NOT IMPLEMENTED IN CLOD)
Fuel cock #5
Fuel cock #6
Fuel cock #7
Fuel cock #8
EIN: ON / AUS: OFF

Pump fuel from LEFT outer tank to both inner tanks. Both yellow V should be lit.
EIN: ON / AUS: OFF
Pump fuel from RIGHT outer tank to both inner tanks. Both yellow V should be lit.
EIN: ON / AUS: OFF
Pump fuel from rear fuselage tank to both inner tanks. Both yellow V should be lit.
(FUNCTIONAL, BUT USELESS SINCE FWD AND REAR FUSELAGE TANKS ARE NOT IMPLEMENTED IN CLOD)
In other words, items switches highlighted in RED are

useless junk that you should forget. GREEN is what
you should remember.
Just remember that switch 5 (fuel cock # 6) transfers
fuel from the outer left tank to both inner tanks, and
that switch 6 (fuel cock # 7) transfers fuel from the
outer right tank to both inner tanks.
427
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
185
675
250
200
180
Best airspeed for climb: 250 km/h

It For more information on either
Aviation
Regiment
Operations
below).
klist.pdf
428
429
PART 9: AIRCRAFT
PERFORMANCE
430
PART 9: AIRCRAFT
PERFORMANCE
YOUR MAGNETIC HEADING COURSE SETTER

(RED TRIANGLE)
MAGNETIC COMPASS (MC)

GIVES YOU YOUR MAGNETIC HEADING. THE
WHITE INDICATOR IS YOUR COURSE SETTER AND
THE RED TRIANGLE IS YOUR ACTUAL HEADING.
WHEN YOU SET A COURSE WITH THE COURSE
SETTER AND THE RED TRIANGLE AND THE WHITE
INDICATOR ARE ALIGNED, IT MEANS THAT YOU
ARE ON COURSE.
AS YOU CAN SEE IN THE PICTURE ABOVE, WE ARE
ABOUT 8 DEGREES OFF-COURSE.
COURSE SETTER
REPEATER COMPASS (RC) + COURSE

SETTER (CS)
DIRECTIONAL GYRO (TOP BAND)

AUTO-PILOT SETTER (BOTTOM BAND)
REPEATS WHAT THE MAGNETIC COMPASS

IS SHOWING (SINCE YOU DONT HAVE AN
EXTRA SET OF EYES).
DIRECTIONAL GYRO (DG) CAN BE SET TO

ANY HEADING YOU WANT.
IT IS
RECOMMENDED FOR THE DG TO BE SET TO
YOUR CURRENT HEADING SHOWN BY THE
MAGNETIC COMPASS (AND REPEATER).
THIS WAY, YOUR MG, RC AND DG ALL SHOW
THE SAME HEADING, WHICH IS A
MAGNETIC HEADING, NOT GEOGRAPHIC.
THE AUTO-PILOT SETTER MUST BE LINED
UP WITH THE DIRECTIONAL GYRO. THE
AUTO-PILOT WILL STEER THE431
AIRCRAFT TO
LINE UP BOTH TOP AND BOTTOM BANDS.
COURSE SETTER ALLOWS YOU TO CREATE A

REFERENCE MARK ON THE COMPASS TO A
HEADING OF YOUR CHOICE. THIS WAY, YOU
JUST NEED TO STEER THE AIRCRAFT (AND
MOVE THE REPEATER NEEDLE) TOWARDS
THE COURSE SET ON THE COURSE SETTER.
YOUR MAGNETIC HEADING COURSE SETTER

(RED TRIANGLE)
COURSE SETTER

SETTER (CS)

There is no mechanical/electrical relationship between the directional gyro and the compasses. The
autopilot could be set without any reference to the magnetic compass. However, it is good practice to
align the compasses with the directional gyro. In practice, only the lead aircraft has the option of
engaging the autopilot. The other planes in the formation fly manually due to the demands of
formation flying. Having the magnetic/repeater compass setup gives the pilot a visual reference to
the current course. In some cases the leader may prefer to fly using the magnetic/repeater compass
rather than setting up the auto-pilot. The complexity of the mission plan (course), length of leg (etc.)
will usually dictate the practicality of employing the auto-pilot.
432

1.
Align your Course Setter with the heading you are facing. You can do that by either consulting the magnetic
compass (red triangle) or the repeater compass. You will see a value in blue text pop up: that value is your
current magnetic heading. Remember this value.
2.
In our case, the number is a heading of 060. This heading is in reference to the magnetic north, NOT the
geographic north.
3.
Set your directional directional gyro compass by clicking on the rotary knob to reflect the magnetic heading
obtained on your magnetic compass. In our case, set the gyro to 060. This way, the directional gyro will give
us a magnetic heading that is correct. You will see the blue numbers pop again. You can use them as a way
to fine tune your gyro.
4.
And thats it! You will now be able to use your directional gyro to orient yourself. If your gyro accumulates
error after high-G manoeuvers, you can try to re-set it using steps 1 to 3.
5.
You could also set your directional gyro to 050 (060 minus 10 deg of magnetic declination) instead if you
wanted to, which would give you your geographical heading instead of your magnetic one. But for
simplicitys sake, we will use the DG, MC and RC all synchronized.
COURSE SETTER
(HEADING 0)
NOT ALIGNED
WITH CURRENT
MAGNETIC
HEADING (060)
NOTE: To navigate from point A to point B, open the map, find a geographical heading to follow, add 10 degrees to
this heading and it will give you the magnetic heading to follow on your MG, RC and DG (if they are all synchronized,
of course).
Course setter
and current
heading
aligned!
Upper band (DG) set to 060 (magneticl

heading). We are now havigating in
relationship to the magnetic north, not
the geographic north!
1
1
3
Course setter and current heading aligned on
magnetic compass as well!
433
COMPASS NAVIGATION TUTORIAL

Using the magnetic compass and the directional gyro is quite useful to know where you are going.
The directional gyro indicator itself does not indicate your heading. You need to set it manually in order to
translate what the magnetic compass and the repeater compass are telling you.
Typically, you set your compass and gyro on the ground. It is not the kind of stuff you want to do when you are
flying 6,000 m over England.
High-G manoeuvers can decalibrate your gyro and give you a wrong reading. Be aware that once you start a
dogfight, your gyro can give you readings that dont make sense. Its normal: it is one of the real-life drawbacks
of this navigation system. The same issue is also recurrent in todays civilian acrobatic prop planes.
There is a difference between a magnetic heading and a geographical heading. If you follow a magnetic heading
of 0 (which is what you read on your magnetic and repeater compasses), you will be following the magnetic
North Pole, not the geographical one. Keep that in mind when you are navigating.
If you consult your in-game map and want to go North, in fact you will have to take into account magnetic
declination, which means that you will have to navigate to a magnetic heading of 0 + 10 deg = 010 deg.
In other words, if you want to follow a specific heading, take that heading and add 10 degrees. This value is what
you will have to follow on your magnetic and repeater compass.
You can also look at it the other way: if you want to go North and you decide to follow your compass to 0
(magnetic North), you will in fact be 10 degrees off course. The next slide will explain why.
434

by a compass.
435
PART 11: BOMBING

TUTORIAL

art form in itself.
436
PART 11: BOMBING

TUTORIAL

1.
2.
3.
4.
5.
6.

Fly to target
Bombing run
Return to Base
437
PART 11: BOMBING

TUTORIAL

following:
1.
2.
3.
4.
5.
6.
7.
8.
Where am I?
Where am I going?
What am I doing?
How am I doing it?
What can help me?
What can kill me?
How do I get home?
438
PART 11: BOMBING

TUTORIAL


target.
Hawkinge will be our target for
today.
Read bomber objectives and pick your targets.

For instance: the Faversham Railyard is located in grid AU25.6, which means
it is located in the middle-right corner of the Alpha-Uniform 25 grid square.
.6 is the location in the square based on the referential of a numpad for the
designated grid square (1 is lower left, 5 is center, 6 is middle right, 9 is
upper right, etc)
However, Hawkinge seems like a juicier target. Well choose this one instead.
439
PART 11: BOMBING

TUTORIAL

Good! We now have a target
(Hawkinge airfield), and we
decided that we would spawn at
Calais-Marck.
Now, it is time to figure out how
we get there and drop them
cabbage crates. We need a
heading and a distance.
Open your map and select (left
click) your Protractor tool to
obtain your heading to target.
Target
Home Base
Left-Click on the
protractor icon.

correct heading.
440
PART 11: BOMBING

TUTORIAL

1) Click and hold left mouse button on Calais-Marck and drag a vertical line. Once
line is parallel with the North, release mouse button.
2) Click and hold left mouse button on Calais and drag a line to Hawkinge Airfield.
Once line is crossing the center of the airfield icon, release mouse button.
3) A heading number should pop next to Calais. Remember this number. In our case, we
get 074 degrees.
4) In case your target is West (to the left) to your home base, the number that pops up will
not be your heading. The proper heading will be 360 minus the number that popped up.
In our case, the proper heading will be 360 74 = 286 Geographic (map) Heading.
STEP 6:
LEFT CLICK ON
RULER AND DRAG A LINE
BETWEEN CALAIS-MARCK AND
HAWKINGE TO OBTAIN THE
DISTANCE BETWEEN BOTH
AIRFIELDS.
Step 1
DISTANCE:
58.1 km
Step 2
Heading
(074)?
5) Since the heading we obtained on the map is geographic and not magnetic, the
magnetic course we will need to follow on our compasses is 286 + 10 = 296 deg.
This is the heading we will follow on our compass, course setter, DG and repeater
compass. We added 10 degrees to take into account magnetic declination as shown
in previous compass navigation tutorial.
6) Obtain distance to target by clicking on the ruler and dragging a line441
from Calais to
Hawkinge. In our case, we get a distance of approx. 58 km.
PART 11: BOMBING

TUTORIAL

The heavier you are, the slower you are and the more vulnerable
you are.
Based on in-game tests I performed, the Ju-88 consumes
approximately 475 Liters of fuel per hour if we stay at engine
settings for a max climb rate.
If we fly at 350 km/h, based on fuel capacity, we can deduce that @
100 % fuel we can fly around for 3.6 hours of flight time, which gives
us a max flying distance of 1260 km (which is 2 times the max
range).
Use the Map Tool Ruler to get our targets range. Hawkinge is
about 60 km away from Calais. Since we plan to return to base, we
add another 60 km. We can add about 40 km for loitering time,
assembly and rendezvous with fighters and another 40 km for
reserve fuel in case we need to find a secondary airfield. We have a
grand total of 200 km.
To fly for 200 km at 2300 RPM at 350 km/h, we simply multiply our
max takeoff fuel load (100 %) by the ratio of the distance we need to
fly on the maximum distance @ max takeoff weight (1260 km):
100 % * 200 km / 1260 km = 16 % fuel approx. That is what we
need.
We can round that up to 20 % to be very conservative. So there we
go, we need roughly 20 % fuel.
Note: you could also takeoff with a full fuel load and full bomb load
if you wanted to. The Ju-88 can still fly. This practice is simply to
teach you how to plan your fuel for a real mission intelligently.
DISTANCE: 58.1 km
Left click and drag

442
443
PART 11: BOMBING

TUTORIAL
PART 11: BOMBING

TUTORIAL

We now know our target: Hawkinge. We must know how high it is to take into account target
available here:
made by Ivank.
Hawkinges altitude in the table is 158 m (518 ft).
444
PART 11: BOMBING

TUTORIAL

WHAT AM I DOING?
Now that we know where we are and where we are going and how much fuel we need, we need to
know what we will be doing.
We will load up
FRONT BOMB BAY: 18 X SC 50 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay.
REAR BOMB BAY: 10 X SC 50 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay.
WING RACK: 4 X SC 250 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay.
See the Weapons and Armament section to know more.
Our bombing altitude will be 6,000 m. We could go as high as 8,000 if we wanted to.
Why do we ask ourselves this question? Simply because the challenge of a bomber pilot is the sheer
workload behind it. You are doing by yourself the task that took two dedicated guys or more to do.
Therefore, our goal is to reduce the workload as much as possible by doing as much as we can on the
ground so we can concentrate on whats going on during the flight rather than prepare our
instruments in a hurry.
In a bomber flight, generally half the guys do not know how to use a bomb sight: they simply drop
their bombs on the bomber leads command. Keep in mind that having a bomber lead is not enough
to have a proper mission: fighter interceptors always go for the bomber lead because odds are that
he is the most experienced bomber pilot. Good bomber operations generally have a second or a third
leader to take No. 1s place in case he gets shot down or runs into engine trouble.
If you have 9 guys flying for an hour to get to a target that are waiting on your command to drop their
bombs, you better make sure that you know where youre aiming
Therefore, it is important to know at what speed and what altitude you plan to do your bomb run so
you can set up your bombsight in advance. I usually set my bombsight when I am on the ground. This
way, you just need to make small adjustments when you get to target rather than set everything up in
a hurry.
445
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
Height is the vertical physical distance between your aircraft and the ground. Pilots often refer to
height as AGL (Above Ground Level).
Pressure altitude is the altitude measured using a pressure datum reference. Pilots often refer to
altitude as AMSL (Above Mean Sea Level). Pressure Altitude reading can vary based on
meteorological conditions.
Bombsight height setting can be determined by simply reading the altimeter and substracting the
target elevation (assuming the altimeter pressure altitude was set correctly for the pressure
conditions in Home Base).
The bombsight height, in our case will be our altimeter altitude (6,000 m) minus the target
elevation (158 m). The bombsight height will have to be set at more or less 5,840 m. Keep in
mind that the altitude can change due to many factors and that your bombsight height is AGL,
446
PART 11: BOMBING

TUTORIAL

HOW AM I DOING IT?
ALTITUDE: 6,000 M AMSL

ABOVE SEA LEVEL
BOMBSIGHT HEIGHT
5,842 m AGL
The bombsight height, in our case will be our altimeter altitude (6000 m)
minus the target elevation (158 m). The bombsight height will have to be set
at more or less 5840 m. Keep in mind that the altitude can change due to
NOTE: the max bombsight altitude for the Ju-88 is 6,000 m.
TARGET ELEVATION: 158 m
HAWKINGE
ALTITUDE: 158 m AMSL
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
CALAIS MARCK
ALTITUDE: 2 m AMSL
447
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
Caution: our altitude and speed set on the bombsight will not be the values read on the
altimeter and airspeed indicators.
We have already seen why the bombsight height must be the altitude value read on the
altimeter minus the target elevation.
Indicated Airspeed (IAS) is the speed you read on your airspeed indicator. It is driven by
your Pitot tube and a barometric static port. Air pressure varies with altitude (the higher you
go, the less air there is). IAS is corrected for the surrounding air pressure but not for air
density.
True Airspeed (TAS) is indicated airspeed corrected to take into account air density (which,
like we said, depends on your current altitude).
Fortunately, there is an interpolation table available in the Cliffs of Dover manual to help you
get an approximation of TAS. We will see how to use this table in the next page.
448

HOW AM I DOING?
PART 11: BOMBING

TUTORIAL
We will aim for an indicated airspeed (IAS) of 300 km/h (read on the airspeed gauge) at an altitude of 5,840 m.
1. Pick the appropriate row for IAS
(300 km/h).
2. Pick the appropriate columns for

nearest altitudes (5,000 and
6,000 m)
3. Take note of the TAS values in the
table 386 km/h and 407 km/h)
4. Because the TAS values are close
enough and that bombsight
airspeed only goes into
increments of 10, we can
value to approx. an average value
of 400 km/h. It is not the exact
value, but in our case, since we
are too lazy to take a calculator
and do the interpolation
manually, it should be precise
enough.
449
PART 11: BOMBING

TUTORIAL

AFFECTED.
1.
2.

THAN INPUT AIRSPEED
1.
2.

TARGET
450
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
Be smart: set up your bombsight in advance (set airspeed and altitude at which you want to
bomb) while you are still on the ground. This will save you time and trouble. In our case, we will
enter a bombsight airspeed of 400 km/h and an altitude of 5840 m.
1.
2.
1
3
3.
4.
5.
6.
WIND CORRECTION
BOMBSIGHT AIRSPEED
INPUT (TAS)
BOMBSIGHT ALTITUDE
INPUT (AGL)
BOMB DISTRIBUTOR
DELAY
BOMB SALVO QTY
DROP BOMBS
2
4
451
PART 11: BOMBING

TUTORIAL


HOW DO I GET HOME?

452
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
Once we have taken off, we will follow a magnetic heading of 296 to Hawkinge.
You can use the compass traditionally to fly there manually, but you can also use the auto-pilot.
In order to use the auto-pilot and know where you are going, you will need to set up your
magnetic compass and directional gyro differently than shown in the compass navigation
section.
Course Mode is a mode where auto-pilot takes over rudder control to make your aircraft travel
generally used when climbing or descending. In this mode, climb rate is better controlled
through elevator trim rather than pure elevator input.
Mode 22 (Straight n Level) is a mode where auto-pilot takes over rudder, elevator and aileron
controls to make your aircraft travel following a given heading. You will have no control over
any of your control surfaces. Mode 22 is used when cruising or when level-bombing as this
mode will want to make you stay level at a given heading.
Note: Mode 22 will often make your aircraft go into a dive (- 5 m/s approx) for approximately
one minute. It is normal: the aircraft will try to gain speed in the process. You should lose from
500 to 800 m after Mode 22 is engaged. The climb rate will eventually stabilize to 0. If you
intend on bombing the target from 6,000 m, make sure you are 500-800 m higher before you
engage Mode 22.
453
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
DIRECTIONAL
GYRO BAND
COURSE SETTER
JU-88 AUTOPILOT OPERATION TABLE

STEP
ACTION




AUTOPILOT BAND WITH THE DIRECTIONAL GYRO BAND USING THE

AUTOPILOT MODE (COURSE MODE OR MODE 22)

AUTOPILOT BAND
REPEATER
COMPASS
MAGNETIC
COMPASS
454
BOMBING TUTORIAL
JU-88 BOMBSIGHT OPERATION TABLE

HIGH ALTITUDE LEVEL BOMBING (AUTO MODE)
PART 11: BOMBING

TUTORIAL
STEP ACTION
BOMBSIGHT
BOMBSIGHT
ENGAGE AUTO-PILOT IN MODE 22 WHEN YOU HAVE SIGHT ON TARGET AND YOU ARE ALIGNED WITH IT. (SEE AUTOPILOT
TABLE)
FIND YOUR TARGET USING THE INCREASE/DECREASE SIGHT DISTANCE CONTROLS AND YOUR AUTOPILOT CONTROLS.
OPEN BOMB BAY DOORS AND ARM YOUR BOMBS IF NOT DONE ALREADY ON THE GROUND.
SELECT BOMB BAYS 1 & 2 (ALL).
SELECT BOMB DISTRIBUTION MODE (SINGLE/SERIES/SALVO). FOR HIGH ALTITUDE, SALVO IS RECOMMENDED.
SELECT BOMB DISTRIBUTOR DELAY (0 IS RECOMMENDED FOR HIGH ALTITUDE PRECISION BOMBING)
SELECT BOMB SALVO QTY (MAX IS RECOMMENDED IF YOU WANT TO DROP ALL YOUR PAYLOAD).
CONVERT READ INDICATED AIRSPEED INTO TRUE AIRSPEED AND USE THIS VALUE FOR BOMBSIGHT AIRSPEED INPUT.
10
CONVERT ALTITUDE INTO HEIGHT (READ ALTITUDE MINUS TARGET ELEVATION) AND USE THIS VALUE FOR BOMBSIGHT
ALTITUDE INPUT.
11
STEER THE AIRCRAFT USING THE AUTOPILOT RIGHT OR AUTOPILOT LEFT CONTROLS (SEE AUTOPILOT TABLE) AND
USE YOUR INCREASE/DECREASE BOMBSIGHT DISTANCE CONTROLS TO LINE UP BOMBSIGHT RETICLE ON THE TARGET.
YOU CAN FINE-TUNE COURSE CORRECTIONS WITH THE DIRECTIONAL GYRO INCREASE/DECREASE CONTROLS.
12
TOGGLE BOMBSIGHT AUTOMATION, MAKE SURE THE BOMBSIGHT IS TRACKING THE TARGET. IN AUTO MODE, RETICLE
DRIFT WILL OCCUR IF WRONG BOMBSIGHT INPUT IS ENTERED OR IF THE AIRCRAFT IS DRIFTING LATERALLY FROM THE
TARGET. YOU CAN COMPENSATE FOR SMALL DRIFT BY INCREASING SLIGHTLY BOMBSIGHT AIRSPEED INPUT WITHOUT A
MAJOR IMPACT ON DROP PRECISION. YOU CAN FINE-TUNE COURSE CORRECTIONS WITH THE DIRECTIONAL GYRO
INCREASE/DECREASE CONTROLS.
13
WAIT FOR THE FIREWORKS. BOMBS SHOULD BE RELEASED AUTOMATICALLY BETWEEN APPROX. 28 DEG @ 4,000
METERS AND 22 DEG FOR 6,000 METERS. BOMBSIGHT RETICLE SPLITS (OR SPREAD) THE BOMBS, WHICH MEANS
THAT MOST BOMBS WILL BE DROPPED IN FRONT OF THE RETICLE AND THE REST BEHIND THE RETICLE.
455
BOMBING TUTORIAL

PART 11: BOMBING

TUTORIAL

NUM
INCREASE
DIRECTIONAL
GYRO
DECREASE
DIRECTIONAL
GYRO
DECREASE
COURSE
SETTER
BOMB
DISTRIBUTOR
MODE PREVIOUS
BOMB
DISTRIBUTOR
MODE NEXT
TOGGLE BOMB
DISTRIBUTOR
SHORT DELAY
INCREASE
COURSE
SETTER
DECREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
SIGHT
DISTANCE
DROP BOMBS
OPEN BOMB BAY DOOR
CLOSE BOMB BAY DOOR
L_CTRL+N
L_CTRL+W

(BOMBARDIER/PILOT)
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
COURSE AUTO-PILOT
ADJUST COURSE LEFT
L_CTRL+A
ENTER
COURSE AUTO-PILOT
ADJUST COURSE RIGHT
L_CTRL+S
DECREASE
BOMB SALVO
QUANTITY
INCREASE
BOMB SALVO
QUANTITY
DECREASE
SIGHT
DISTANCE
TOGGLE
BOMBSIGHT
AUTOMATION

SELECT BOMB
BAY NEXT
456
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
ON THE GROUND
1. Set your predicted bomb run altitude and airspeed in your bombsight while on the ground.
2. For Ju-88, select desired bomb bays to be used (preferably all bomb bays selected). Select desired
salvo quantity, release delay, distributor release mode (Salvo? Single?).
3. ARM bombs and fly to target.
5.
6.
7.
8.
IN THE AIR
Open bomb bay doors
Thanks to all the work you did on the ground, you will see that there is not a whole lot to do in
previous step apart from putting your bombsight cursor on the target, adjust slightly bombsight
airspeed & altitude and press the Bombsight Automation key.
9. Jump into your ventral gunner to see hits on target.
10. Close bomb bay doors.
11. Go home for cookies and bratwurst.
457
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
BOMBS DOOR OPEN!
458
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
BOMBS WILL FALL

IN FRONT AND BEHIND
THIS POINT.
BOMBSIGHT AUTOMATION ENABLED
459DEG
BOMBS ARE DROPPED AT APPROX 22
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
CLOSE ENOUGH!
460
461
HEINKEL HE-111 H-2
462
TABLE OF CONTENT HE-111

PART 6: TAKEOFF
PART 7: LANDING
463
The Heinkel He-111 was a German aircraft designed by Siegfried and Walter
Gnter at Heinkel Flugzeugwerke in the early 1930s. It has sometimes been described as a
"wolf in sheep's clothing" because it masqueraded as a cargo plane though its actual
purpose was to provide the nascent Luftwaffe with a fast medium bomber since Germany
had been prohibited by the 1919 Treaty of Versailles from having an air force.
464
Perhaps the best-recognised German bomber due to the

distinctive, extensively glazed "greenhouse" nose of later
versions, the Heinkel 111 was the most numerous and the
primary Luftwaffe bomber during the early stages of World War II.
It fared well until the Battle of Britain, when its weak defensive
armament, relatively low speed, and poor manoeuvrability were
exposed.
Nevertheless, it proved capable of sustaining

heavy damage and remaining airborne. As
the war progressed, the He-111 was used in
a variety of roles on every front in
the European theatre. It was used as
a strategic bomber during the Battle of
Britain, a torpedo bomber during the Battle of
the Atlantic, and a medium bomber and a
transport aircraft on the Western, Eastern,
Mediterranean, Middle Eastern, and North
African Fronts.
465
In February 1937, the German Condor Legion began

flying in Spain, in support of Franco's Nationalists in
the Civil War. The B-2, equipped with 950hp DB
600CG engines, met considerable success in this
conflict, infamously with the indiscriminate bombing of
Guernica in July. As a result, the Luftwaffe drew
exaggerated conclusions from this experience,
thinking that masses of medium bombers like the He
111 would be irresistible. In fact, even the vastly
more lethal four-engine heavy bombers of the U.S.
Eighth Air Force were not sufficient, by themselves, to
bring an industrial country to its knees.
In the late 1930s, these early models of the He 111 (the B, D, and E) were
considered very fast for the time. Only carrying three machines, they could
make a respectable speed. But, in the Battle of Britain, the Hurricanes and
Spitfires cut them down, leaving the Luftwaffe with no recourse but to arm
the bombers with more defensive firepower: additional machine guns in the
nose and tail, and a 20mm cannon in the ventral gondola, necessarily with
more crew to serve the guns. And all this slowed the Heinkels considerably.
In short, by 1942, the He 111 was an outmoded design, no longer capable
of supporting powerful enough engines. And by this time, it was too late to
begin development of a replacement, and the Reich continued to crank them
466production
out, about 7,000 overall, by late 1944 when almost all bomber
ceased, in favor of desperately needed fighters.
The H variant of the He 111 series was more

widely produced and saw more action
during World War II than any other Heinkel
variant. Owing to the uncertainty surrounding the
delivery and availability of the DB 601 engines,
Heinkel switched to 820 kW (1,100 hp) Junkers
Jumo 211 powerplants, whose somewhat greater
size and weight were regarded as unimportant
considerations in a twin-engine design. When the
Jumo was fitted to the P model it became the
He-111 H.
To meet demand for numbers, Heinkel constructed a factory

at Oranienburg. On 4 May 1936, construction began, and
exactly one year later the first He 111 rolled off the production
line. The Ministry of Aviation Luftwaffe administration office
suggested that Ernst Heinkel lend his name to the factory. The
"Ernst Heinkel GmbH" was established with a share capital of
5,000,000 Reichsmarks (RM). Heinkel was given a 150,000
RM share. The factory itself was built by, and belonged to, the
German state. Heinkel wrote in his memoirs: "1940s
production suffered extreme losses during the Battle of Britain,
with 756 bombers lost.
467
Although constantly upgraded, the Heinkel He-111 became obsolete during the latter
part of the war. It was intended to be replaced by the Luftwaffe's Bomber B project,
but the delays and eventual cancellation of the project forced the Luftwaffe to
continue using the He-111 until the end of the war.
468
(Unit)
HE-111
H-2
HE-111
P-2
TEMPERATURES
Water Rad Min
Max
Max
Deg C
38
95
35
95
Deg C
40
100
40
105
ENGINE SETTINGS
Engine & Fuel grade
Jumo 211 A-1

DB601 A-1
Takeoff RPM
RPM
2400
2400
UK: PSI
GER: ATA
ITA: mm HG
1.35
1.3
Climb RPM
RPM
UK: PSI
GER: ATA
2300
30 min MAX
1.15
2300
30 min MAX
1.23
RPM
Manifold Pressure
RPM
2200
2200
UK: PSI
GER: ATA
ITA: mm HG
1.10
1.15
Combat RPM
RPM
2300
UK: PSI
GER: ATA
ITA: mm HG
1.15

RPM @ km
RPM
2400
1 min MAX
2400
5 min MAX
1.3
5 min MAX
2400
1 min MAX

UK: PSI
GER: ATA
ITA: mm HG
1.4
1 min MAX
Operation Altitude
Operation Altitude
UK: ft
GER: M
1.35
1 min MAX
0
1220
1220+

Pressure
RPM
2300
As required
2300
As required
UK: ft
GER: M
ITA: M
UK: PSI
GER: ATA
ITA: mm HG
Eng. very sensitive to ata/rpm
N/A
N/A
Eng. very sensitive to ata/rpm

One less gun in nose turret
469
470
HE-111H-2
HE-111P-2
The P-2 version, unlike its name might suggest, is in fact an earlier version of the H-2.
Differences with H-2 are: Different engine, less guns in nose, different supercharger.
471

FAMILIARIZATION
CREW MEMBERS
PILOT
DORSAL GUNNER
WAIST
GUNNER
VENTRAL GUNNER
472

FAMILIARIZATION
HE-111 H-2
PILOT
473

FAMILIARIZATION
HE-111 H-2
PILOT
MAGNETIC
COMPASS
CLOCK
474

FAMILIARIZATION
LEFT: FUEL PRESSURE

(KG/CM2)
RIGHT: OIL PRESSURE
(KG/CM2)
RPM (U/min)
HE-111 H-2
PILOT
OIL RADIATOR
TEMPERATURE (DEG C)

PRESSURE (THROTTLE)
WATER RADIATOR
TEMPERATURE (DEG C)
475

FAMILIARIZATION
HE-111 H-2
PILOT

SYSTEM INDICATOR
AUTOPILOT LIGHT
LIT = AUTOPILOT ENGAGED

BEACON SIGNAL DIRECTION.
REPEATER COMPASS
AUTOPILOT COURSE
ARTIFICIAL HORIZON
DIRECTIONAL GYRO
(UPPER BAND)
ALTIMETER (KM)
TURN & BANK

INDICATOR
VARIOMETER
(VERTICAL VELOCITY)
(M/S)
SLIP INDICATOR
AUTOPILOT DIRECTION
(BOTTOM BAND) 476

FAMILIARIZATION
HE-111 H-2
PILOT
PROP PITCH
(MAX: 12:00)
FLAPS INDICATOR
(DEG)
LANDING GEAR
INDICATOR
RED: GEAR UP
GREEN: GEAR DOWN
477

FAMILIARIZATION
HE-111 H-2
PILOT
PITOT HEAT
TOGGLE PRIMARY
COCKPIT ILLUMINATION
(ON/OFF)
478

FAMILIARIZATION
HE-111 H-2
PILOT
FLAPS LEVER
LANDEN: DOWN
0: NEUTRAL
REISE: UP
NOTE: FLAPS USE HYDRAULIC POWER. YOU HAVE THREE
SETTINGS: UP, NEUTRAL AND DOWN. IN REAL LIFE, YOU
WOULD OPERATE FLAPS BY HOLDING THE LEVER IN THE
UP OR DOWN POSITION, AND RETURN THE LEVER IN
THE NEUTRAL POSITION ONCE THE FLAPS ARE IN THE
DESIRED POSITION. OBVIOUSLY, YOU WILL SIMPLY WEAR
DOWN YOUR HYDRAULIC PUMPS IF YOU KEEP YOUR
FLAPS IN THE UP POSITION INSTEAD OF THE CORRECT
NEUTRAL POSITION.
479

FAMILIARIZATION
HE-111 H-2
PILOT
THROTTLE
AUTOPILOT CONTROLS
LANDING GEAR LEVER
MAGNETOS
AILERON TRIM
CONTROL
SUPERCHARGER
CONTROLS (SEE ENGINE
MANAGEMENT SECTION)
PROP PITCH
CONTROL
FUEL COCKS # 1 & # 2

AFT: CLOSED
FWD: OPEN
OIL RADIATOR
CONTROLS
AFT/EIN= CLOSED
FWD/AUS = OPEN
PRIMARY
ILLUMINATION
SETTER
480

FAMILIARIZATION
HE-111 H-2
PILOT
RUDDER TRIM
CONTROL
FUEL COCK # 4 (SHORT)

SELECTS WHERE TO
TRANSFER FUEL TO
WATER RADIATOR
SEE ENGINE
CONTROLS
MANAGEMENT SECTION
FUEL COCK # 3 (LONG)
SELECTS WHERE TO
TRANSFER FUEL FROM
SEE ENGINE
MANAGEMENT SECTION
HAND PUMP
ELEVATOR
TRIM WHEEL

DEPLOYED.
481

FAMILIARIZATION
HE-111 H-2
PILOT
LOW FUEL WARNING LIGHT

(LIT WHEN FUEL REACHES 150 L
OR LESS)
SECONDARY ILLUMINATION
SETTER
AMBIENT AIR TEMPERATURE

(DEG C)

FOR LEFT WING TANKS
INNER: INNER TANK
AUSSER: OUTER TANK

FOR RIGHT WING TANKS
INNER: INNER TANK
AUSSER: OUTER TANK
482

FAMILIARIZATION
HE-111 H-2
TOTAL FUEL CAPACITY: 3400 L

INNER (MAIN) LEFT TANK: 675 L
INNER (MAIN) RIGHT TANK: 675 L
OUTER (RESERVE) LEFT TANK: 990 L
OUTER (RESERVE) RIGHT TANK: 990 L
PILOT
RIGHT OUTER
TANK SELECTED
LEFT INNER
TANK SELECTED
INNER SELECTED:
READ UPPER SCALE
READING: 600 L
OUTER SELECTED:
READ LOWER SCALE
READING: 990 L
HOW TO READ A FUEL GAUGE:
FUEL CONTENT SELECTOR SET TO INNER FOR INNER TANKS OR AUSSER FOR OUTER TANKS.
FUEL GAUGE READS LINKER FOR THE LEFT TANKS OR RECHTER FOR THE RIGHT TANKS.
READ THE UPPER SCALE OF THE FUEL GAUGE IF THE INNER TANK IS SELECTED (GOES FROM 0 TO 6 x 100 L)
READ THE LOWER SCALE OF THE FUEL GAUGE IF THE OUTER TANK IS SELECTED (GOES FROM 0 TO 10 X 100 L)
483

FAMILIARIZATION
HE-111 H-2
A sweet feature of the He-111 is the sliding hatch.

If you press your hatch toggle key and hit the
Raise Seat (custom key needs to be mapped for
that one in
CONTROLS OPTIONS > VIEW -> RAISE SEAT
You will be able to look above the fuselage. It`s
useful if you are having visibility issues during
critical phases of flight.
PILOT
HATCH OPEN
The pilot's seat could actually be elevated, with the

pilot's eyes above the level of the upper glazing,
complete with a small pivoted windscreen panel,
to get the pilot's head above the level of the top of
the "glass tunnel" for a better forward view during
takeoffs and landings.
SEAT RISES!
484

FAMILIARIZATION
HE-111 H-2
BOMBARDIER
BOMBSIGHT
485

FAMILIARIZATION
HE-111 H-2
BOMBARDIER
LOWER NOSE GUN

486

FAMILIARIZATION
HE-111 H-2
BOMBARDIER
UPPER NOSE GUN

487

FAMILIARIZATION
HE-111 H-2
DORSAL GUNNER

-CRUISE POSITION: O
488

FAMILIARIZATION
Your dorsal gunner can call out fighters if you have your ingame chat info window enabled. However, if you switcher
to your gunner position and switched back to your pilot
seat, it is possible that the AI gunner will not take control
of the gun. In other words, your gunner will not fire unless
the AI takes control of it. To give back the AI control of
your turret, you should use the L_ALT+F2.
Your turret has 2 positions: CRUISE and FIRING. During
aircraft cold start, you start in CRUISE/PARKED position.
In this mode, the gunner cannot fire his gun nor move his
turret. This mode is primarily used to generate less drag.
FIRING position, on the other hand, allows you to use
TURRET IN
your gun.
FIRING POSITION Any turret or other air crew position (like the bombardier)
can be manned by other players in multiplayer. They just
need to double-click on the available slot in multiplayer
once they clicked on the flag.
TURRET IN
CRUISE POSITION
489

FAMILIARIZATION
HE-111 H-2
VENTRAL GUNNER

490

FAMILIARIZATION
HE-111 H-2
WAIST GUNNER
STARBOARD GUN
WAIST GUNNER CONTROLS

491

FAMILIARIZATION
HE-111 H-2
WAIST GUNNER
PORTSIDE GUN
WAIST GUNNER CONTROLS

492

FAMILIARIZATION
WATER RAD OPEN

WATER RAD CLOSED

BAD = LESS AIRFLOW TO COOL THE ENGINE,
HIGH RISK OF ENGINE OVERHEAT
493

FAMILIARIZATION
CRITICAL COMPONENTS
FUEL TANKS
CONTROL
CABLES
OIL
RADIATOR
WING SPARS
WATER
RADIATOR
494

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
495

FAMILIARIZATION
496
JUNKERS HE-111 (ALL VARIANTS)
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
ESSENTIAL
I by default
ESSENTIAL

axes
ESSENTIAL
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
all engines select
L_SHIFT+3 (CUSTOM)
ESSENTIAL
497

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL
Throttle axis
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
Open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL
Usually set to Axis for second

throttle. Set to keyboard otherwise.
ESSENTIAL

ESSENTIAL
ESSENTIAL
bail out
ESSENTIAL
ESSENTIAL

cursor)
F10
ESSENTIAL
L_ALT+F2
ESSENTIAL
L_ALT+1
ESSENTIAL
L_ALT+2
ESSENTIAL
View-position #6 (ventral gunner)
L_ALT+4
ESSENTIAL
ESSENTIAL
498
PART 4: CONTROLS

DESCRIPTION
MAPPED TO
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
L_CTRL + A (CUSTOM)
ESSENTIAL
L_CTRL + S (CUSTOM)
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
toggle bombs armed
SEE BOMBER NUMPAD
ESSENTIAL
Increase/decrease bomb distributor delay
SEE BOMBER NUMPAD
ESSENTIAL
Increase/decrease sight distance
SEE BOMBER NUMPAD
ESSENTIAL
SEE BOMBER NUMPAD
SEE BOMBER NUMPAD
Toggle bombsight automation
SEE BOMBER NUMPAD
ESSENTIAL
L_CTRL+Q (CUSTOM)
ESSENTIAL
Q (CUSTOM)
ESSENTIAL
499
PART 4: CONTROLS
pedal assembly.
500
Recommended Gunner Machine-Gun Belt Loadouts Rheinmetall-Borsig MG 15 (7.92 mm)
PART 5: WEAPONS AND

ARMAMENT
1.
2.
3.
501
502
PART 5: WEAPONS AND

ARMAMENT
FUSE DELAY
PART 5: WEAPONS AND

ARMAMENT
FOR HIGH ALTITUDE: 0 SEC
8 x GP SC 250 bombs is the more popular loadout.

Why? Simply because GP SC 250 bombs has more explosive
power than 32 x SC 50 bombs and has more flexibility in fuse
choice (can be used for high altitude, dive bombing or skip
bombing) than SC 250 Semi-AP bombs, which are suited for
high altitude only.
FUSE DELAY
FOR DIVE BOMBING: 8 SEC
8 weeks??? No wonder Jerry

lost the Battle of Britain!
FUSE DELAY
FOR LOW ALTITUDE/SKIP BOMBING:
14 SEC
503
504
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
1.
Drag fuel cocks #1 and # 2 all the way forward with your left mouse button. Make sure that your
engine fuel tanks are filled by selecting inner tanks with the Fuel Contents Gauge Selector
(INNER = main inner fuel tanks).
2.
3.
4.
Prop pitch full fine (RPM @ 100 %).
5.
6.
7.
8.
9.
10.
11.
Wait for oil temperature to reach at least 40 deg C and water rad temperature to reach at least
40 deg C.
12.
Taxi to the runway.
13.
14.
(100 %), good oil & water rad temperatures.
15.
Gradually throttle up. Compensate for engine torque and wind using rudder pedals and small
brake input to keep the aircraft straight. Slightly push the yoke forward to lift the tail, which
should lift off by itself naturally.
16.
Rotation is at 150 km/h. Be very careful as your tyres will burst at around 200 km/h.
17.
Raise landing gear and flaps and throttle back to approx. 1.15 ATA. Lower prop pitch until engine
is operating at 2300 RPM while you are beginning your climb. Your best climb rate is at 240
km/h.
505
PART 7: LANDING
1.

m (1500 ft AGL).
2.
3.
4.

5.
6.
Yoke fully back.
7.

506
PART 8: ENGINE
MANAGEMENT
twin-engined fighters, the Jumo engine was primarily used in bombers such as Junkers' own Ju
87 and Ju 88, and Heinkel's H-series examples of the Heinkel He 111 medium bomber. It was the
PART 8: ENGINE
MANAGEMENT

500
kg
weight.
Both
Jumo
cooling
PART 8: ENGINE
MANAGEMENT
509
510
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
During a mission, the flight lead usually calls out

his engine settings once in a while for the pilots to
know what settings they should use. You can read
your engine settings from the gauges in the
cockpit or from an info window.
The RPM indicator (1) and the manifold pressure
(2) are what you should check every minute. The
red indexes are visual markers to remind you of
the limits for 1 min operation (red). The oil (3) and
water (4) radiators can be approximated from the
crank position or read from the info window in %
(only the oil radiator can be read though as the
water rad info window will only tell you if you are
opening or closing them). Note: 100 % = fully open
The resulting RPM is affected by both manifold
pressure and prop pitch (5).
Radiator settings:

(Unit)
HE-111
H-2
HE-111
P-2
38
95
35
95
40
100
40
105
TEMPERATURES
Water Rad Min
Max
Deg C

Max
Deg C
2
4
511
PART 8: ENGINE
MANAGEMENT
512
PART 8: ENGINE
MANAGEMENT


(BRISTOL HERCULES)
513
PART 8: ENGINE
MANAGEMENT

514
PART 8: ENGINE
MANAGEMENT
The supercharger on the Jumo 211 is a two-speed centrifugal type

supercharger with automatic boost control, which is installed on the He111 H-2.
NOTE: a different type of supercharger is installed for the He-111 P-2 (with
DB 601 engines). Disregard this section for the P-2: you do not need to
control the supercharger.
You switch between first (low blower) and second (high blower)
supercharger gears using the Selected Supercharger Previous / Next
Step controls.
Do not use the Selected Supercharger Cycle control. It is bugged and
does not work.
My key custom bindings are: Selected Supercharger Previous Step
mapped to LCTRL+Q and Selected Supercharger Next Step mapped
to Q.
Supercharger has no effect at low altitudes (under 1200 m). You need to
be above 1500 m to see a difference.
COMP at 0 % means the supercharger is in first gear. COMP at 100 %
means the supercharger is in second gear.
(Unit)
HE-111
H-2
HE-111
P-2
UK: ft
GER: M
0
1220
N/A
UK: ft
GER: M
ITA: M
1220+
N/A
TEMPERATURES
Operation Altitude
Operation Altitude
515
PART 8: ENGINE
MANAGEMENT
1.
2.
3.
4.
5.
6.
Check your altitude. If you are under 1200 m, you need to have your
supercharger in first gear. If you are over 1500 m, you need to have your
supercharger in second gear.
Select Engine # 1 (LSHIFT+1)
Hit Q to switch to second gear (high blower) or hit LCTRL+Q to switch to
first gear (low blower).
If you switch to second gear, you will see an increase in manifold pressure (ATA)
and RPM. Make sure to adjust throttle so your ATA and RPM are not over the
orange index. If you ATA is too high, you can cook the engine.
Select Engine # 2 (LSHIFT+2) and repeat steps 2 to 4.
Select all engines (LSHIFT+3) and youre done!
In this example, I deliberately chose to fly high (4000+ m) and run the right
engine on the first supercharger gear (low blower) and the left engine on
the second supercharger gear (high blower) to show you the difference
between supercharger gear behaviour.
Right engine has an ATA of 0.65 and a RPM of 2150. (supercharger gear 1)
Left engine has an ATA of 1.0 and a RPM of 2600. (supercharger gear 2)
And yet, both engines have their throttle & prop pitch at the same
position!
(Unit)
HE-111
H-2
HE-111
P-2
UK: ft
GER: M
0
1220
N/A
UK: ft
GER: M
ITA: M
1220+
N/A
TEMPERATURES
Operation Altitude
Operation Altitude
516
PART 8: ENGINE
MANAGEMENT
FUEL COCK # 3 (LONG)
Your engines take fuel from your (main) inner wing tanks
only. Once you dry these up, you will need to transfer
fuel from your (reserve) outer tanks to your inner tanks.
Fuel cocks # 1 and # 2 are the red levers on your throttle
quadrant. You are already familiar with them.
But what about these 2 obscure black levers on the right
side of your seat, also called fuel cock # 3 and # 4? Time
to solve this mystery.
1. You can move these levers by left clicking on them and
dragging them with the mouse. Clicking alone will not be
enough: you need to physically move them with the left
mouse button held, and either drag it UP or DOWN.
2. Fuel Cock # 3 (long lever) is used to select from which
tank you want to pump your fuel. Where do you want to
grab your fuel from? Fuel tanks # 1 and # 2 are the left
and right inner tanks, while fuel tanks # 3 and # 4 are the
left and right outer wing tanks.
3. Fuel Cock # 3 (short lever) is used to select where you
want to transfer your fuel to. You can select either fuel
tanks # 1 (inner left) or # 2 (inner right) or you can
simply send fuel to BOTH your inner tanks at once!
WHERE YOU TRANSFER FUEL FROM

CHOICE: either tank # 1 (inner left), # 2 (inner
right), #3 (outer left), # 4 (outer right) or OFF.
FUEL COCK # 4 (SHORT)

WHERE YOU TRANSFER FUEL TO
CHOICE: either tank # 1 (inner
left), # 2 (inner right), or both
tanks # 1 & # 2.
EXAMPLE
SITUATION: Inner tanks show 100 L remaining almost empty!
ACTIONS:
1.
2.
3.
4.
Drag Fuel cock # 3 (long) to position No. 4. We want to take fuel

from the outer right tank.
Drag Fuel cock # 4 (short) to position BOTH. We want the pumps to
transfer fuel to both left and right inner wing tanks.
Once the inner tanks are half full, drag Fuel cock # 3 (long) to position
No. 3. We want to take fuel from the outer left tank this time. Why?
Simply because the aircraft will be unbalanced and harder to control
if one side is full of fuel and the other side is empty. 517
Select Fuel cock # 3 (long) and drag it to OFF once youre done.
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
150
600
240
200
140
Best airspeed for climb: 240 km/h

It For more information on either
Aviation
Regiment
Operations
below).
klist.pdf
518
519
PART 9: AIRCRAFT
PERFORMANCE
520
PART 9: AIRCRAFT
PERFORMANCE
YOUR MAGNETIC HEADING

(RED TRIANGLE)
COURSE SETTER

WHITE INDICATOR IS YOUR COURSE SETTER
AND THE RED TRIANGLE IS YOUR ACTUAL
HEADING.
WHEN YOU SET A COURSE WITH THE
COURSE SETTER AND THE RED TRIANGLE
AND THE WHITE INDICATOR ARE ALIGNED,
IT MEANS THAT YOU ARE ON COURSE.
COURSE SETTER

SETTER (CS)

REPEATS WHAT THE MAGNETIC COMPASS

IS SHOWING (SINCE YOU DONT HAVE AN
EXTRA SET OF EYES)
DIRECTIONAL GYRO (DG) CAN BE SET TO ANY

HEADING YOU WANT. IT IS RECOMMENDED FOR
THE DG TO BE SET TO YOUR CURRENT HEADING
SHOWN BY THE MAGNETIC COMPASS (AND
REPEATER). THIS WAY, YOUR MG, RC AND DG ALL
SHOW THE SAME HEADING, WHICH IS A
MAGNETIC HEADING, NOT GEOGRAPHIC.
THE AUTO-PILOT SETTER MUST BE LINED UP
WITH THE DIRECTIONAL GYRO. THE AUTO-PILOT
WILL STEER THE AIRCRAFT TO LINE521
UP BOTH TOP
AND BOTTOM BANDS.
COURSE SETTER ALLOWS YOU TO CREATE A

REFERENCE MARK ON THE COMPASS TO A
HEADING OF YOUR CHOICE. THIS WAY, YOU
JUST NEED TO STEER THE AIRCRAFT (AND
MOVE THE REPEATER NEEDLE) TOWARDS
THE COURSE SET ON THE COURSE SETTER.

(RED TRIANGLE)
COURSE SETTER
COURSE SETTER

SETTER (CS)

formation flying. Having the magnetic/repeater compass setup gives the pilot a visual reference to
the current course. In some cases the leader may prefer to fly using the magnetic/repeater compass
rather than setting up the auto-pilot. The complexity of the mission plan (course), length of leg (etc.)
will usually dictate the practicality of employing the auto-pilot.
522

1.
Align your Course Setter with the heading you are facing. You can do that by either consulting the magnetic
compass (red triangle) or the repeater compass. You will see a value in blue text pop up: that value is your
current magnetic heading. Remember this value.
2.
In our case, the number is a heading of 060. This heading is in reference to the magnetic north, NOT the
geographic north.
3.
Set your directional directional gyro compass by clicking on the rotary knob to reflect the magnetic heading
obtained on your magnetic compass. In our case, set the gyro to 060. This way, the directional gyro will give
us a magnetic heading that is correct. You will see the blue numbers pop again. You can use them as a way
to fine tune your gyro.
4.
And thats it! You will now be able to use your directional gyro to orient yourself. If your gyro accumulates
error after high-G manoeuvers, you can try to re-set it using steps 1 to 3.
5.
You could also set your directional gyro to 050 (060 minus 10 deg of magnetic declination) instead if you
wanted to, which would give you your geographical heading instead of your magnetic one. But for
simplicitys sake, we will use the DG, MC and RC all synchronized.
COURSE SETTER
(HEADING 0)
NOT ALIGNED
WITH CURRENT
MAGNETIC
HEADING (060)
NOTE: To navigate from point A to point B, open the map, find a geographical heading to follow, add 10 degrees to
this heading and it will give you the magnetic heading to follow on your MG, RC and DG (if they are all synchronized,
of course).
Course setter
and current
heading
aligned!
Upper band (DG) set to 060 (magneticl

heading). We are now havigating in
relationship to the magnetic north, not
the geographic north!
1
1
3
Course setter and current heading aligned on
magnetic compass as well!
523

translate what the magnetic compass and the repeater compass are telling you.
you will have to follow on your magnetic and repeater compass.
524

by a compass.
525
PART 11: BOMBING

TUTORIAL

art form in itself.
526
PART 11: BOMBING

TUTORIAL

1.
2.
3.
4.
5.
6.

Fly to target
Bombing run
Return to Base
527
PART 11: BOMBING

TUTORIAL

following:
1.
2.
3.
4.
5.
6.
7.
8.
Where am I?
Where am I going?
What am I doing?
How am I doing it?
What can help me?
What can kill me?
How do I get home?
528
PART 11: BOMBING

TUTORIAL


target.
today.

upper right, etc)
529
PART 11: BOMBING

TUTORIAL

Calais-Marck.
Target
Home Base
Left-Click on the
protractor icon.

correct heading.
530
PART 11: BOMBING

TUTORIAL

get 074 degrees.
STEP 6:
LEFT CLICK ON
AIRFIELDS.
Step 1
DISTANCE:
58.1 km
Step 2
Heading
(074)?
from Calais to
PART 11: BOMBING

TUTORIAL

available here:
made by Ivank.
532
533
PART 11: BOMBING

TUTORIAL
PART 11: BOMBING

TUTORIAL

you are.
Based on in-game tests I performed, the He-111 consumes
100 % fuel we can fly around for 6.8 hours of flight time, which
gives us a max flying distance of 2040 km (which is 2 times the max
range).
max takeoff fuel load (100 %) by the ratio of the distance we need
to fly on the maximum range @ max takeoff weight (2040 km):
100 % * 200 km / 2040 km = 10 % fuel approx. That is what we
need.
if you wanted to. The He-111 can still fly. This practice is simply to
DISTANCE: 58.1 km
Left click and drag

534
PART 11: BOMBING

TUTORIAL

WHAT AM I DOING?
Now that we know where we are and where we are going and how much fuel we need, we need
to know what we will be doing.
We will load up 8 X SC 250 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay.
Our bombing altitude will be 6,000 m. We could go as high as 8,000 if we wanted to.
Why do we ask ourselves this question? Simply because the challenge of a bomber pilot is the
sheer workload behind it. You are doing by yourself the task that took two dedicated guys or
more to do. Therefore, our goal is to reduce the workload as much as possible by doing as much
as we can on the ground so we can concentrate on whats going on during the flight rather than
prepare our instruments in a hurry.
In a bomber flight, generally half the guys do not know how to use a bomb sight: they simply
drop their bombs on the bomber leads command. Keep in mind that having a bomber lead is not
enough to have a proper mission: fighter interceptors always go for the bomber lead because
odds are that he is the most experienced bomber pilot. Good bomber operations generally have
a second or a third leader to take No. 1s place in case he gets shot down or runs into engine
trouble.
If you have 9 guys flying for an hour to get to a target that are waiting on your command to drop
their bombs, you better make sure that you know where youre aiming
Therefore, it is important to know at what speed and what altitude you plan to do your bomb run
so you can set up your bombsight in advance. I usually set my bombsight when I am on the
ground. This way, you just need to make small adjustments when you get to target rather than set
everything up in a hurry.
535
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
536
PART 11: BOMBING

TUTORIAL

HOW AM I DOING IT?

ABOVE SEA LEVEL
BOMBSIGHT HEIGHT
5,842 m AGL
The bombsight height, in our case will be our altimeter altitude (6000 m)
at more or less 5840 m. Keep in mind that the altitude can change due to
NOTE: the max bombsight altitude for the He-111 is 6,000 m.
HAWKINGE
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
CALAIS MARCK
ALTITUDE: 2 m AMSL
537
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
density.
538

HOW AM I DOING?
PART 11: BOMBING

TUTORIAL
(300 km/h).

6,000 m)
enough.
539
PART 11: BOMBING

TUTORIAL

AFFECTED.
1.
2.

THAN INPUT AIRSPEED
1.
2.

TARGET
540
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
Be smart: set up your bombsight in advance (set airspeed
and altitude at which you want to bomb) while you are still
on the ground. This will save you time and trouble. In our
case, we will enter a bombsight airspeed of 400 km/h and
an altitude of 5840 m.
5
3
1.
2.
3.
4.
5.
AIRSPEED INDICATOR (IAS)

ALTIMETER (AMSL)
BOMBSIGHT AIRSPEED
INPUT (TAS)
BOMBSIGHT ALTITUDE
INPUT (AGL)
BOMB DISTRIBUTOR
SALVO QTY
4
541
PART 11: BOMBING

TUTORIAL


HOW DO I GET HOME?

542
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
section.
engage Mode 22.
543
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
AUTOPILOT
CONTROLS
HE-111 AUTOPILOT OPERATION TABLE

STEP
ACTION




AUTOPILOT BAND WITH THE DIRECTIONAL GYRO band USING THE

AUTOPILOT MODE (COURSE MODE OR MODE 22)

MAGNETIC
COMPASS
COURSE SETTER
REPEATER
COMPASS
DIRECTIONAL
GYRO
AUTOPILOT
544
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
HE-111 BOMBSIGHT OPERATION TABLE
HIGH ALTITUDE LEVEL BOMBING (AUTO MODE)
STEP
ACTION
ENGAGE AUTO-PILOT IN MODE 22 WHEN YOU HAVE SIGHT ON TARGET AND YOU ARE ALIGNED WITH IT. (SEE
AUTOPILOT TABLE)
FIND YOUR TARGET USING THE INCREASE/DECREASE SIGHT DISTANCE CONTROLS AND YOUR AUTOPILOT
CONTROLS.
SELECT BOMB DISTRIBUTOR DELAY (0 IS RECOMMENDED FOR HIGH ALTITUDE PRECISION BOMBING)
CONVERT READ INDICATED AIRSPEED INTO TRUE AIRSPEED AND USE THIS VALUE FOR BOMBSIGHT AIRSPEED
INPUT.
CONVERT ALTITUDE INTO HEIGHT (READ ALTITUDE MINUS TARGET ELEVATION) AND USE THIS VALUE FOR
BOMBSIGHT ALTITUDE INPUT.
STEER THE AIRCRAFT USING THE AUTOPILOT RIGHT OR AUTOPILOT LEFT CONTROLS (SEE AUTOPILOT TABLE)
AND USE YOUR INCREASE/DECREASE BOMBSIGHT DISTANCE CONTROLS TO LINE UP BOMBSIGHT RETICLE ON
THE TARGET. YOU CAN FINE-TUNE COURSE CORRECTIONS WITH THE DIRECTIONAL GYRO INCREASE/DECREASE
CONTROLS.
10
TOGGLE BOMBSIGHT AUTOMATION, MAKE SURE THE BOMBSIGHT IS TRACKING THE TARGET. IN AUTO MODE,
RETICLE DRIFT WILL OCCUR IF WRONG BOMBSIGHT INPUT IS ENTERED OR IF THE AIRCRAFT IS DRIFTING
LATERALLY FROM THE TARGET. YOU CAN COMPENSATE FOR SMALL DRIFT BY INCREASING SLIGHTLY BOMBSIGHT
AIRSPEED INPUT WITHOUT A MAJOR IMPACT ON DROP PRECISION. YOU CAN FINE-TUNE COURSE CORRECTIONS
WITH THE DIRECTIONAL GYRO INCREASE/DECREASE CONTROLS.
11
WAIT FOR THE FIREWORKS. BOMBS SHOULD BE RELEASED AUTOMATICALLY BETWEEN APPROX. 28 DEG @ 4,000
METERS AND 22 DEG FOR 6,000 METERS. THE BOMBSIGHT RETICLE IS WHERE THE LAST BOMB WILL HIT.
BOMBSIGHT
BOMBSIGHT
545
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
(APPLICABLE TO HE-111)

(APPLICABLE TO HE-111)
NUM
INCREASE
DIRECTIONAL
GYRO
DECREASE
DIRECTIONAL
GYRO
DECREASE
COURSE
SETTER
BOMB
DISTRIBUTOR
MODE PREVIOUS
BOMB
DISTRIBUTOR
MODE NEXT
TOGGLE BOMB
DISTRIBUTOR
SHORT DELAY
INCREASE
COURSE
SETTER
DECREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
SIGHT
DISTANCE
DROP BOMBS
OPEN BOMB BAY DOOR
CLOSE BOMB BAY DOOR
L_CTRL+N
L_CTRL+W

(BOMBARDIER/PILOT)
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
COURSE AUTO-PILOT
ADJUST COURSE LEFT
L_CTRL+A
ENTER
COURSE AUTO-PILOT
ADJUST COURSE RIGHT
L_CTRL+S
DECREASE
BOMB SALVO
QUANTITY
INCREASE
BOMB SALVO
QUANTITY
DECREASE
SIGHT
DISTANCE
TOGGLE
BOMBSIGHT
AUTOMATION

SELECT BOMB
BAY NEXT
546
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
1.
2.
3.
4.
ON THE GROUND
Set your predicted bomb run altitude and airspeed in your bombsight while on the ground.
For He-111, you only have one bomb bay (unlike the Ju-88, which has 2 bomb bay and one bomb rack).
Select desired salvo quantity, release delay, distributor release mode (Salvo? Single?).
ARM bombs and fly to target.
5.
6.
7.
8.
IN THE AIR
Open bomb bay doors
airspeed & altitude and press the Bombsight Automation key.
9. Jump into your ventral gunner to see hits on target.
11. Go home for cookies and bratwurst.
547
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
BOMBS DOOR OPEN!

548
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
LAST BOMB FALLS HERE.
BOMBSIGHT AUTOMATION ENABLED
549DEG
BOMBS ARE DROPPED AT APPROX 22
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
CLOSE ENOUGH!
550
551
FIAT G.50 FRECCIA SERIE II
552
TABLE OF CONTENT G.50

PART 6: TAKEOFF
PART 7: LANDING
553
The Fiat G.50 Freccia ("Arrow"), designed by Giuseppe Gabrielli, was a World War II Italian fighter
aircraft. First flown in February 1937, the G.50 was Italys first single-seat, all-metal monoplane with
an enclosed cockpit and retractable Undercarriage to go into production. In early 1938,
the Freccias served in the Regia Aeronautica (the Italian Air Force), and with its expeditionary arm,
the Aviazione Legionaria, in Spain, where they proved to be fast and, as with most Italian designs,
very manoeuvrable. However, it had inadequate weaponry (two Breda-SAFAT 12.7-mm machine
guns). The Fiat G.50 was also used in small numbers by theCroatian Air Force and 35 were flown to
554
Finland, where they served with distinction, with an unprecedented kill/loss ratio of 33/1.
The G.50 was by all accounts

an aircraft that was durable,
efficient, reluctant to break
and easy to repair. It was easy
to manoeuver and could
sustain an appreciable amount
of stress during violent turns.
555
In September 1940, 20 Gruppo (351/352/353 Squadrons), commanded

by Maggiore Bonzano and equipped with Fiat G.50, was part of 56 Stormo,
formed to operate during the Battle of Britain as part of the Corpo Aereo
Italiano (Italian Air Corps, CAI) based in Belgium. The G.50s were
hampered by their slow speed, open cockpits and short range.
556
The experiences of the early G.50s over Britain showed their

inadequacies. Their operations were almost useless in the campaign,
because they were too short-ranged and stationed too far from enemy
territory. The G.50s had limited endurance, and missions rarely
exceeded one hour. The G.50 bis with its larger fuel tanks was
already in production, but it was not sent to 20 Gruppo in time.
557
(Unit)
G.50 SERIE II
TEMPERATURES
Max
Max
Deg C
50
90
140
240
Deg C

FIAT A.74 / R.C.38
87 octane fuel
Engine & Fuel grade

Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
890 BCO ON
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
2400
30 min MAX
700
RPM
Manifold Pressure
RPM
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG

RPM @ km
RPM

UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG

UK: MPH
GER-ITA: km/h
UK: PSI
GER: ATA
ITA: mm HG
2520
2100
690
2400
700
2520
3 min MAX
890 BCO ON
3 min MAX
2400
As required
410
Boost Cut-Out Override (BCO)
during takeoff often required
558

FAMILIARIZATION
G.50
559

FAMILIARIZATION
G.50
HAND PUMP
DEPLOYED.
FUEL GAUGE
TOTAL CAPACITY: 312 L
WING TANKS: 46 L EACH
FWD FUSELAGE TANK: 68 L
AFT FUSELAGE TANK: 100 L
RESERVE TANK (NOURRICE): 52 L
560

FAMILIARIZATION
ALTIMETER (KM)
(BOTTOM KNOB SETS
QFE)
AIRSPEED INDICATOR
(x 10 KM/H)
ADJUST ANEMOMETER
KNOB
(ROTATES BOTH AIRSPEED INDICATORS
NOBODY REALLY KNOWS WHY)
ENGINE CYLINDER HEAD

TEMPERATURE
(x100 DEG C)
CYLINDER
TEMPERATURE
DISPLAY SELECTOR
(SEE ENGINE
MANAGEMENT
SECTION)
VARIOMETER
(VERTICAL
VELOCITY IN M/S)
G.50
OIL TEMPERATURE
(DEG C)
561

FAMILIARIZATION
G.50
GUNSIGHT
TOGGLE GUNSIGHT
ILLUMINATION
562

FAMILIARIZATION
G.50
AMMO COUNTER
MAGNETIC
COMPASS
AMMO COUNTER
LANDING GEAR INDICATOR

GREEN = GEAR DOWN
RED = GEAR UP
ENGINE COWLINGS
CONTROL
UP = OPEN
DOWN = CLOSED
PNEUMATIC AIR
CONTAINER PRESSURE
(KG/CM2)
CLOCK
PNEUMATIC PRESSURE
FOR BRAKE IS UP = BRAKING
BRAKE LEVER
(ON STICK)
NOTE: IN REALITY THIS WAS THE ACTUAL BRAKE... THE IN-GAME

BRAKE IS IN FACT THE GUN TRIGGER. IT APPEARS THE DEVS GOT
THE GUN TRIGGER AND THE BRAKE BUTTON
CONFUSEDOBVIOUSLY, YOU ARE ALLOWED TO NOT GIVE A SHIT.
563

FAMILIARIZATION
G.50
RPM (x 100)
LANDING GEAR LEVER
UP = GEAR UP
MIDDLE = NEUTRAL
DOWN = GEAR DOWN
OIL PRESSURE
(KG/CM2)
FUEL PRESSURE
(KG/CM2)
FLAPS LEVER
UP = RETRACTED
MIDDLE = NEUTRAL
DOWN = DEPLOYED
MANIFOLD PRESSURE LIMIT INDEXES ARE

NOT APPLICABLE IN CURRENT GAME
VERSION: THESE LIMITS ARE BASED FOR
THE A.80 ENGINE USED ON THE BR.20, NOT
the A.74 ENGINE USED ON THE G.50.
TURN & BANK

INDICATOR
MAGNETOS
BUG: YOU CANNOT
REVERT BACK MAGNETOS
TO OFF BY CLICKING ON
THEM... WHICH MEANS
YOU CANT SHUT DOWN
THE ENGINE UNLESS YOU
HAVE A KEY BINDING
MAPPED FOR
MAGNETO #1 - OFF
AIRSPEED INDICATOR
(x 10 KM/H)
OIL RADIATOR CONTROL

UP = CLOSE / DOWN = OPEN
MANIFOLD PRESSURE
ADJUST ANEMOMETER KNOB
(MM HG X 10)
(ROTATES BOTH AIRSPEED INDICATORS

NOBODY REALLY KNOWS WHY)
564

FAMILIARIZATION
G.50
HATCH DOOR HANDLE

ODDLY ENOUGH, ITALIAN THROTTLE QUADRANT
CONVENTIONS
ARE
REVERSED
WHEN
COMPARED TO GERMAN AND BRITISH
STANDARDS.
THROTTLING UP IN A BRITISH OR GERMAN
PLANE WOULD BE DONE BY MOVING THE
THROTTLE FORWARD. IN ITALIAN PLANES, YOU
PULL THE THROTTLE BACK TOWARDS YOU TO
THROTTLE UP.
THIS EXAMPLE SHOWS YOU WHAT THROTTLE
QUADRANT LOOKS LIKE WITH FULL THROTTLE,
PITCH FULL FINE AND MIXTURE FULLY RICH.
ELEVATOR TRIM
INDICATOR
MIXTURE
FWD = 0 % LEAN
AFT = 100 % RICH
THROTTLE
FWD = 0 %
AFT = 100 %
CONVENTION:
THROTTLE: FWD = 0 % / AFT = 100 %
PROP PITCH: FWD = 0 % / AFT = 100 %
MIXTURE: FWD = 0 % LEAN / AFT = 100 % RICH
FUEL COCK
(NOT FUNCTIONAL)
ELEVATOR TRIM WHEEL
PROP PITCH
FWD = 0 %
AFT = 100 %
565

FAMILIARIZATION
WHY TWO AIRSPEED GAUGES?
You might notice that there are two airspeed gauges on the plane. Now why is that?
The short answer is that the G.50 was a stall-prone aircraft. Therefore, it is essential for the pilot to be absolutely sure 100
% of the time of what his airspeed is if he wants to avoid nasty stalls. For security and redundancy reasons, the designer
of the G.50 thought that putting two pitot tubes (one on each wing, you can check!) would be useful in case one of the
pitot tubes has a wrong reading. This is why you have two independent airspeed gauges.
TOTAL PRESSURE (DOG FEELS THE WIND SPEED + AMBIENT PRESSURE)
The long answer is there is a relationship between airspeed

and a pitot tube.
1.
2.
3.
4.
Airspeed can be found with air pressure sensors placed on the aircraft.
There are 2 types of pressure: static and dynamic.
Static pressure is the ambient air pressure
Dynamic pressure is based on the pressure differential between you and a moving
fluid (like wind!)
5. Total pressure = dynamic pressure + static pressure
6. Dynamic pressure = total pressure - static pressure
7. Dynamic pressure is a function of air density (which varies with altitude) and
airspeed.
1
8. Dynamic Pressure = ()2
2
9. From that equation, we know that airspeed is found from dynamic pressure.
10. Therefore, if we have sensors for the total pressure (obtained from pitot tube,
which is like a dog with its head out of a car) and a static pressure (obtained from
a static port, more on that next slide), we can find easily your airspeed!
11. =

0.5 ( )
STATIC PRESSURE (DOG FEELS AMBIANT PRESSURE ONLY)
( ) ( )
0.5 ( )
566

FAMILIARIZATION
WHY TWO AIRSPEED GAUGES?

Hence we need 2 sensors: a static port (static pressure) and a pitot tube (total pressure) to obtain an
airspeed.
A pitot tube is usually fit on the wings, which is where there is the most airflow to get the most accurate
measurement of total pressure possible (since you need to be aligned with the moving fluid).
A static port is a pressure sensor that needs to be placed in a particular place in order to measure a proper
static pressure (which means in an area undisturbed by wind, undisturbed by dynamic effects). This means
that the static port must be placed in a way that the sensor is perpendicular to the wind (and will not feel its
pressure effect).
PITOT-STATIC SYSTEM
STATIC PORT
The static port pressure sensor will feel

the pressure of the air laterally (or from
the side of the aircraft), but will not feel
the dynamic pressure created by the
motion of the aircraft. See the dog in
car analogy from previous page.567

FAMILIARIZATION
ENGINE COWLING FLAPS OPEN (ALSO CALLED LOUVRES)

OIL RAD CLOSED

ENGINE COWLING FLAPS CLOSED (ALSO CALLED LOUVRES)

BAD = LESS AIRFLOW TO COOL THE ENGINE, HIGH RISK OF ENGINE OVERHEAT
OIL RAD OPEN

GOOD = MORE AIRFLOW TO THE
OIL COOLER
568

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
569

FAMILIARIZATION
CRITICAL COMPONENTS
2x 12.7 mm (0.5 in)
MACHINE GUNS
WING FUEL
TANK
RESERVE FUEL
TANK (NOURRICE)
FWD FUSELAGE
FUEL TANK
WING FUEL
TANK
WING SPARS
AFT FUSELAGE
FUEL TANK
CONTROL
CABLES
570
FIAT G.50 FRECCIA
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
Operate Hand Pump
increase gunsight illumination
decrease gunsight illumination
I by default
ESSENTIAL

axes
ESSENTIAL
Trim controls (elevator)
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
Magneto # 1 OFF (in-game bug prevents you from

clicking magnetos back to OFF position)
ESSENTIAL
571
FIAT G.50 FRECCIA

DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
NOT ESSENTIAL
fire guns
ESSENTIAL
throttle
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
increase mixture
ESSENTIAL
decrease mixture
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
Down Arrow keyboard
ESSENTIAL
open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL

keyboard otherwise.
ESSENTIAL

mouse cursor)
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
572
PART 4: CONTROLS
Unlike the German aircraft, the G.50 uses differential braking instead of toe brakes.
BRAKE LEVER
PNEUMATIC LINES
PNEUMATIC AIR
CONTAINER PRESSURE
RUDDER INPUT (KG/CM2)
PNEUMATIC PRESSURE
WHEEL
BRAKE
RIGHT RUDDER PUSHED

(WILL TURN RIGHT)
BRAKE LEVER
COMPRESSED AIR
TANK
573
Recommended Machine-Gun Belt Loadouts
PART 5: WEAPONS AND

ARMAMENT
Mitragliatrice Breda Avio model S.A.F.A.T. (12.7 mm / 0.50 in)

1.
2.
3.
4.
12.7x81SR, Armour Piercing/Tracer (Red)

12.7x81SR, High Explosive Incendiary/Tracer (Red)
12.7x81SR, Armour Piercing Incendiary
12.7x81SR, High Explosive
USE 150 M HORIZ & 200 M VERTICAL
CONVERGENCE
SELECT THE SECOND

LOADOUT WITH TWO
GUNS (THE ONE WITH
108 KG, NOT THE ONE
WITH 57 KG, WHICH IS
FOR ONE GUN ONLY)
574
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been
simplified in the sim.
1.
Make sure you have the proper fuel load by checking the fuel gauge.
2.
Ensure that mixture is set to fully rich.
3.
4.
Crack throttle about 10 %.
5.
Engine cowling flap and oil radiator flaps fully closed.
6.
Magnetos to BOTH (M1 + M2).
7.
8.
9.
Open cowling flaps 100 %, oil radiator flaps 50 % and prop pitch is fully FINE (100 %).
10.
Click on the Cylinder Head Temperature Gauge Selector (Sender) and set to any cylinder.
11.
Wait for oil temperature to reach at least 50 deg C and the cylinder head temperature to
reach at least 140 deg C.
12.
Taxi to the runway. You can taxi with low oil temps without any problem. Make sure you
are facing yellow panels on the runway. This means you are facing the right direction for
takeoff.
13.
Perform last takeoff checks: door hatch closed, cowlings fully open, oil rad 50 %, Full Fine
prop pitch, good oil & cylinder head temperatures.
14.
Set Boost Cut-Out Override ON (not visible in cockpit, use key binding).
15.
Gradually throttle up. Compensate for engine torque and wind using right aileron and
rudder pedals to keep the aircraft straight. Slightly push the stick forward to lift the tail.
16.
17.
Raise landing gear and flaps UP and adjust engine settings to 2100 RPM and 740 mm HG
max for climb. Set Boost Cut-Out Override OFF (not visible in cockpit, use key binding).
575
PART 7: LANDING
1.

m (1500 ft AGL).
2.
Cowling flaps and oil rads fully open (100 %) and

set prop pitch to full fine (100 %).
3.
4.

5.
6.
Stick fully back.
7.

576
PART 8: ENGINE
MANAGEMENT
Fiat A.74 / R.C.38 Engine
Pratt & Whitney R-1830 Twin Wasp Engine

(A.74 design derived from it)
The Fiat A.74 / R.C.38 is a 14-cylinder, twin-row, air-cooled radial engine with reduction gear and supercharger, rated
altitude 3,800 m. The A.74 was important in that it marked a transition for Fiat from liquid-cooled inline engines, to
large air-cooled radial engines. Fiat had made a number of smaller radial air engines over the years but the A.74
marked a major increase in power and size. The A.74 family was widely produced and spawned a number of related
engines such as the A.76, A.80, and A.82. Each successive generation being larger and more powerful than the
previous. The entire series grew from 14 cylinders to 18 cylinders with a power output of 870 hp to 1,400 hp.
PART 8: ENGINE
MANAGEMENT
During a mission, the flight lead usually calls out his engine settings once in a
while for the pilots to know what settings they should use.
You can read your engine settings from the gauges in the cockpit or from an
info window.
The RPM indicator (1) shows 2100 RPM. The manifold pressure (2)
reads 700 mm HG.
The oil radiators (3) can be approximated by looking at the oil rad lever
or read from the info window in %. The control for cowling flaps is the
same as the one used for water radiators. (100 % = fully open). Cowling
flaps influence the cylinder head temperatures. (4)
The engine is equipped with a carburetor which requires mixture
settings to be adjusted according to altitude.
3
1
Mixture settings:
0-2000m: 100% mix

2000-4000m: 95% mix
4000-6000m: 90% mix
6000-8000m: 85% mix
Boost Cut-Out override can be turned on as long as you do not exceed

safety manifold pressure. However, keep in mind that there is no
physical switch in the cockpit: you need to use a key binding for it.
The resulting RPM is affected by manifold pressure (2), prop pitch (6)

0 % during engine warm-up
Oil radiator settings:

75 % during climb
(Unit)
BR.20M
TEMPERATURES
Oil Rad
Min
Deg C
Max
Cylinder Head Temp
Min Deg C
Max
50
90
140
240
578
CYLINDER HEAD TEMPERATURES
PART 8: ENGINE
MANAGEMENT
In order to monitor cylinder head temperatures, you only

have one gauge to do so.
The Fiat A.74 R.C.38 is a 14-cylinder air-cooled radial
engine.
Click on the Cylinder Head Temperature Next Sender

selector to choose which individual pair of cylinders will
have its temperature displayed on the temperature gauge.
In theory, all cylinders should have approximately the same
temperature, which is why in-game you can only click once
on the selector, monitor a single cylinder, and have a good
idea how the temperature state of your whole engine.
A diligent pilot would probably check each pair of cylinders
periodically to make sure all cylinders are operating within
safety parameters. Fortunately, we dont really have to do
that in CloD
If your engine is damaged by flak or enemy fire, using the
Cylinder Head Temp Selector switch is a good way to know
how many cylinders are still functioning. The loss of a single
cylinder does not mean that the engine stops running
Thats the beauty of radial engines: they will keep running
even when they are falling apart!
579
PART 8: ENGINE
MANAGEMENT

Keep in mind that there is no physical switch in the
cockpit: you need to use a key binding for it.
emergency power setting, but was adapted to be so.
In original form, it was just a way of disabling the
boost controller in case of malfunction, thus making
the system directly link the pilot handle to the
throttle valve and giving him the ability to set any
boost the supercharger was capable of (but without
Although it is hard to find references on this, it is
easy to see how the BCO could become an unofficial
emergency power switch. A pilot could pull it and try
for a bit more boost than the rated 740 mm HG, and
hopefully get a bit more power without damaging
the engine.
580
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
SPECIFICATIONS
ENGINE
FIAT A.74 R.C.38
175
WEIGHTS
600
SPEED LIMITS
210
175
160
A climb speed of 210 km/h is

recommended.
When diving, pilots should partially
close their Air Louvres (cowling flaps)
and Oil Radiators to prevent the
Cylinder Heads and oil from cooling
too much otherwise misfiring and
rough running may result.
Unfortunately, there is not a whole lot
of information on the G.50s
performance.
Stall Speed
150 km/h
Max Diving Speed
720 km/h
While the G.50 is one of the slower fighter

aircraft in CloD, it has an excellent turn rate
that can surprise many Spitfire and
Hurricane pilots. Use this turn rate to your
advantage.
The G.50 is also very resilient. It is not rare
for Spitfire pilots to spend much more
ammunition than they would expect to
shoot down a G.50. The G.50s fuel tanks
are well protected and the pilot has an
armor plate behind his seat for protection.
The G.50s radial engine can still function
despite having some cylinders damaged.
581
582
PART 9: AIRCRAFT
PERFORMANCE
583
FIAT BR.20M CICOGNA
584
TABLE OF CONTENT BR.20M

PART 6: TAKEOFF
PART 7: LANDING
585
Designed by Celestino Rosatelli, thus gaining the prefix BR for "Bombardiere Rosatelli,
the Fiat BR.20 Cicogna ("stork") was a low-wing twin-engine medium bomber produced
from the mid-1930s until the end of World War II by the Turin firm. When it entered service
in 1936 it was the first all-metal Italian bomber and it was regarded as one of the most
modern medium bomber of the world. It had its baptism of fire in summer 1937,
with Aviazione Legionaria, during the Spanish Civil War, when it formed the backbone of
Nationalist bombing operations along with the Heinkel He 111. It was then used
successfully by the Japanese during the Second Sino-Japanese War.
586
The M in BR.20M stands for Modificato, or modified. This version was an improved version of the BR.20. It
featured a strengthened center fuselage, protective armor for the crew, longer nose, revised tailwheel, another
dorsal turret with same gun (more aerodynamic), and other aerodynamic improvements.
587
In 1934, Regia Aeronautica requested Italian aviation manufacturers to

submit proposals for a new medium bomber. Despite the BR.20 being the
winner of the bomber competition, the Savoia Marchetti SM.79 Sparviero,
a non-competitor which was developed at practically the same time, gained
a reputation that overshadowed the Cicogna, partly because of its
performance in air-racing. The reasons for the Sparviero's success lay in
its flying characteristics. The Sparvieros three engines gave more power
than the two of the BR.20. The Sparviero, weighing around the same, had
a reserve of power and was capable of performing acrobatic manoeuvers,
even rolls. Its engines were more reliable than those of the BR.20 and had
enough power to return to base even with one shut down. The Sparviero's
superior agility enabled it to perform as a torpedo-bomber, while
the Cicogna was never even considered for that role.
588
When Italy entered war in 1940, the BR.20 was the standard medium
bomber of Regia Aeronautica (Italian Air Force) but it was already showing
its age. By 1942, it was mostly used for maritime patrol and operational
training for bomber crews. More than 500 were produced by the end of the
war.
589
It was against the British on the Channel that for the very first time the BR.20 showed its
limitations. On 10 September 1940, was formed the Corpo Aereo Italiano, with 13 and
43 Stormi equipped with 80 brand-new BR.20Ms, to fight in the Battle of Britain. During the
ferry operation from Italy to their bases in Belgium, five aircraft crash-landed for technical
failures and a further 17 were forced to land en route due to poor visibility. On 10 January
1941, the 43 Stormo flew back to Italy, followed by the 13 before the end590
of the month.
During 12 days of bombing missions, the Cicognas dropped 54,320 kg of bombs.
(Unit)
BR.20M
TEMPERATURES
Max
Max
Deg C
50
90
140
240
Deg C

FIAT A.80 / R.C.41
87 octane fuel
Engine & Fuel grade

Takeoff RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
820 BCO ON
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
2100
30 min MAX
740
RPM
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG

RPM @ km
RPM

UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
RPM
RPM
2200
2100
670
2100
740
2200
5 min MAX
820 BCO ON
5 min MAX
2200
As required
Boost Cut-Out Override (BCO) ON
during takeoff often required
591
592

FAMILIARIZATION
DORSAL GUNNER
12.7 mm MG
OBSERVER / RADIO
OPERATOR
VENTRAL GUNNER
7.7 mm MG
CREW MEMBERS
PILOT (LEFT SEAT)

CO-PILOT AI (RIGHT SEAT)

7.7 mm MG
593

FAMILIARIZATION
BR.20M
PILOT
594

FAMILIARIZATION
BR.20M
350 KM/H IS THE

CRUISE SPEED
FOR MAXIMAL
ENDURANCE (RANGE)
PILOT
ARTIFICIAL HORIZON
VARIOMETER
(VERTICAL VELOCITY)
M/S
AIRSPEED INDICATOR
(KM/H x 10)
PNEUMATIC AIR PRESSURE

USED WHEN BRAKING (KG/CM2)
ADJUST ANEMOMETER
KNOB
(ROTATES THE AIRSPEED
INDICATOR NOBODY
REALLY KNOWS WHY)
PNEUMATIC AIR
CONTAINER PRESSURE
(KG/CM2)
SIDE SLIP
INDICATOR
ALTIMETER
(BOTTOM KNOB SETS
QFE)
DIRECTIONAL
GYRO
GYRO SETTER
CLOCK
595

FAMILIARIZATION
BR.20M
RPM x 100
PILOT
MANIFOLD PRESSURE
(MM HG X 10)
NOTE: THIS SIDE OF THE

COCKPIT LAYOUT IS
SYMMETRICAL
(FOR CO-PILOT).
RADIO LOOP
COMPASS
(USED FOR RADIO
NAVIGATION)
ENGINE CYLINDER HEAD
TEMPERATURE
BOTH ENGINES (x 100 DEG C)
CYLINDER
TEMPERATURE
DISPLAY SELECTOR
(SEE ENGINE
MANAGEMENT
SECTION)
OIL TEMPERATURE
LEFT ENGINE (DEG C)
ENGINE CARBURETTOR
TEMPERATURE
LEFT ENGINE (DEG C)
FUEL PRESSURE
LEFT ENGINE (KG/CM2)
OIL PRESSURE
LEFT ENGINE (KG/CM2)
FUEL PRESSURE
RIGHT ENGINE (KG/CM2)
596

FAMILIARIZATION
BR.20M
PILOT
SECONDARY COCKPIT LIGHTS SWITCH
PRIMARY COCKPIT LIGHTS SWITCH
597

FAMILIARIZATION
BR.20M
CANOPY JETTISON HANDLE
PILOT
LANDING GEAR
INDICATOR LIGHTS
GREEN = DOWN
RED = UP
MAGNETOS
MAGNETIC
COMPASS
COURSE SETTER
COURSE SETTER
ADJUSTMENT KNOB
SLAVED COMPASS
SEE COMPASS
NAVIGATION
SECTION
598

FAMILIARIZATION
BR.20M
PILOT
FIRE EXTINGUISHER
CARBURETTOR HEAT
(NOT FUNCTIONAL)
MIXTURE
AFT = FULL RICH
FWD = FULL LEAN
THROTTLE
FWD = 0 % THROTTLE
AFT = 100 % THROTTLE
BOOST CUT-OUT OVERRIDE
FLIPPED FWD = OFF
FLIPPED AFT = ON
599

FAMILIARIZATION
BR.20M
PILOT
RUDDER TRIM WHEEL

(DIREZIONE)
ELEVATOR TRIM
WHEEL (PROFONDITA)
ELEVATOR TRIM
INDICATOR
RUDDER TRIM
INDICATOR
PROP PITCH
AFT = COARSE (LOWER RPM)
FWD = FINE (HIGHER RPM)
TIP: CHECK NUMBERS ON
THROTTLE QUADRANT.
COWLING FLAPS
FWD = CLOSED
AFT = OPEN
OIL RADIATOR
CONTROL
FWD = CLOSED
AFT = OPEN
AILERON TRIM
WHEEL (ALETTONI)
AILERON TRIM
INDICATOR
600

FAMILIARIZATION
BR.20M
PILOT
ODDLY ENOUGH, ITALIAN THROTTLE QUADRANT

CONVENTIONS ARE REVERSED WHEN COMPARED TO
GERMAN AND BRITISH STANDARDS (EXCEPT FOR PROP
PITCH).
THROTTLING UP IN A BRITISH OR GERMAN PLANE
WOULD BE DONE BY MOVING THE THROTTLE
FORWARD. IN ITALIAN PLANES, YOU PULL THE THROTTLE
BACK TOWARDS YOU TO THROTTLE UP.
THIS EXAMPLE SHOWS YOU WHAT THROTTLE
QUADRANT LOOKS LIKE WITH FULL THROTTLE, PITCH
FULL FINE, OPEN OIL & WATER RADS, AND BOOST CUTOUT OVERRIDE ON.
CONVENTION:
THROTTLE: FWD = 0 % / AFT = 100 %
PROP PITCH: FWD = 100 % / AFT = 0 %
OIL RAD: FWD = 0 % / AFT = 100 %
COWLING FLAPS: FWD = 0 % / AFT = 100 %
BOOST CUT-OUT OVERRIDE: FWD = OFF / AFT = ON
601

FAMILIARIZATION
BR.20M
PILOT
BRAKE LEVER
602

FAMILIARIZATION
BR.20M
FUEL GAUGES (TOTAL: 3620 L)
PILOT
FORWARD CENTER FUSELAGE (ANTERIORE): 725 L

AFT CENTER FUSELAGE (POSTERIORE): 725 L
RIGHT WING TANKS (DESTRO): 545 + 540L = 1085 L
The BR.20M has 6 self-sealing

fuel tanks: 2 in the center
fuselage (which are filled first)
and 4 fuel tanks in the wings.
With a full bomb load (2 X 800
kg), the maximum fuel load you
can carry is about 50% (approx.
1810 L).
Fuel planning will be further
elaborated in the BOMBING
TUTORIAL section.
HYDRAULIC PRESSURE
(KG/CM2)
EACH WING TANK FUEL GAUGE MEASURES THE COMBINED

FUEL QUANTITY IN EACH WING (WHICH HAS 2 TANKS EACH).
FUEL PUMPS TAKE FUEL FROM ALL TANKS SIMULTANEOUSLY.
LANDING GEAR LEVER
FWD = RAISED / AFT = LOWERED
603

FAMILIARIZATION
BR.20M
PILOT
FUEL GAUGES (TOTAL: 3620 L)

LEFT WING TANKS (SINISTRO): 545 + 540 L = 1085 L
604

FAMILIARIZATION
BR.20M
FLAPS INDICATOR
UP = RETRACTED
DOWN = DEPLOYED
CO-PILOT (AI)
FLAPS LEVER (HIDDEN)

UP / NEUTRAL / DOWN
605

FAMILIARIZATION
BR.20M
IMPELLER
THE IMPELLER IS A
SLIPSTREAM-DRIVEN
GENERATOR FOR EMERGENCY
ELECTRICAL POWER.
606

FAMILIARIZATION
BR.20M
BOMBARDIER
NOSE GUN

607

FAMILIARIZATION
BR.20M
BOMBARDIER
AIRSPEED INDICATOR
(KM/H X 10)
ALTIMETER (KM)
DIRECTIONAL GYRO
608

FAMILIARIZATION
BR.20M
BOMBARDIER
BOMB JETTISON
609

FAMILIARIZATION
BR.20M
BOMBARDIER
BOMB DOOR WINCH

(ANIMATED, BUT NOT
CLICKABLE)
610

FAMILIARIZATION
BR.20M
BOMBARDIER
BOMBSIGHT
611

FAMILIARIZATION
BR.20M
OBSERVER
RADIO OPERATOR
612

FAMILIARIZATION
TURRET IN
CRUISE POSITION
TURRET IN
CRUISE POSITION
TURRET IN
FIRING POSITION
TURRET IN
FIRING POSITION
613

FAMILIARIZATION
NOTES
Your gunners can call out fighters if you have your in-game chat info window enabled. However, if you switcher to your gunner
position and switched back to your pilot seat, it is possible that the AI gunner will not take control of the gun. In other words,
your gunner will not fire unless the AI takes control of it. To give back the AI control of your turret, you should use the
L_ALT+F2.
Your ventral and dorsal turrets have 2 positions: CRUISE and FIRING. During aircraft cold start, you start in CRUISE/PARKED
position. In this mode, the gunner cannot fire his gun nor move his turret. This mode is primarily used to generate less drag and
consume less power. FIRING position, on the other hand, is powered by the left engine. This mode allows you to use your gun
and rotate your turret to get a better view angle. It is useful to track targets or examine damage on the wings or upper forward
fuselage. Your gunner will only fire when the turret is in FIRING position.
Any turret or other air crew position (like the bombardier) can be manned by other players in multiplayer. They just need to
double-click on the available slot in multiplayer once they clicked on the flag.
614

FAMILIARIZATION
BR.20M
DORSAL
GUNNER

-MOVE MOUNT LEFT: LEFT KEYBD ARROW
-MOVE MOUNT RIGHT: RIGHT KEYBD ARROW
-CRUISE POSITION: O
615

FAMILIARIZATION
BR.20M
VENTRAL
GUNNER

-CRUISE POSITION: O
616

FAMILIARIZATION
ENGINE COWLING FLAPS (ALSO CALLED LOUVRES)

NOT ANIMATED IN GAME (BUG)
WHEN FLAPS ARE OPEN:
BAD = LESS AIRFLOW TO COOL THE ENGINE, HIGH RISK OF ENGINE
OVERHEAT
WHEN FLAPS ARE CLOSED:
617

FAMILIARIZATION
CRITICAL COMPONENTS
CONTROL
CABLES
FUEL TANKS
WING SPARS
618

FAMILIARIZATION
HOW TO RECOGNIZE
A TAIL NUMBER
619
BR.20M
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Wheel Chocks
ESSENTIAL
View-Position #1, # 2, #3, #4, # 5, #6
L_ALT+1, L_ALT+2
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
NUMPAD - (CUSTOM)
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
I by default
ESSENTIAL
Joystick & Rudder Pedal axes
ESSENTIAL
Joystick hat switch
ESSENTIAL
ESSENTIAL
ESSENTIAL
Cylinder Head Temperature Next/Previous Sender
620
BR.20M
DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
ESSENTIAL
drop ordnance (bomb)
ESSENTIAL
throttle
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
increase mixture
NON-ESSENTIAL (NOT FUNCTIONAL)
decrease mixture
NON-ESSENTIAL (NOT FUNCTIONAL)
open radiator (engine cowlings)
Up Arrow keyboard
ESSENTIAL
close radiator (engine cowlings)
Down Arrow keyboard ESSENTIAL
open oil radiator
ESSENTIAL
close oil radiator
Left Arrow keyboard
ESSENTIAL
Usually set to Axis for ESSENTIAL

second throttle. Set to ESSENTIAL
keyboard otherwise.

ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
Toggle Independent Mode (allows you to use/hide mouse cursor and

take control of your gun)
F10
ESSENTIAL
621
BR.20M
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
Adjust Bombsight left / right (adjusts bombsight for crosswind)
NON-ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
all engines select
L_SHIFT+3 (CUSTOM)
ESSENTIAL
Turret Move Mount Left
Left Arrow keyboard
ESSENTIAL
Turret Move Mount Right
ESSENTIAL
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
Open Bomb Bay Doors
N (CUSTOM)
ESSENTIAL
Close Bomb Bay Doors
L_CTRL+N (CUSTOM)
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
SEE BOMBER NUMPAD
ESSENTIAL
previous bomb distributor mode (Salvo/Single)
SEE BOMBER NUMPAD
ESSENTIAL
next bomb distributor mode (Salvo/Single)
SEE BOMBER NUMPAD
ESSENTIAL
toggle bombs armed
SEE BOMBER NUMPAD
ESSENTIAL
L_CTRL + A (CUSTOM)
ESSENTIAL
L_CTRL + S (CUSTOM)
ESSENTIAL
622
PART 4: CONTROLS
Unlike the German bombers, the BR.20M uses differential braking instead of toe brakes.
PNEUMATIC PRESSURE
PNEUMATIC AIR
CONTAINER PRESSURE
BRAKE LEVER
LEFT RUDDER PUSHED
(WILL TURN LEFT)
623
Recommended Gunner Machine-Gun Belt Loadouts
PART 5: WEAPONS AND

ARMAMENT
Mitragliatrice Breda Avio model S.A.F.A.T. (7.7 mm) FOR NOSE & VENTRAL GUNNERS
1.
2.
3.
4.

12.7x81SR, Armour Piercing
12.7x81SR, Incendiary
624
625
PART 5: WEAPONS AND

ARMAMENT
Recommended Gunner Machine-Gun Belt Loadouts
PART 5: WEAPONS AND

ARMAMENT
Mitragliatrice Breda Avio model S.A.F.A.T. (12.7 mm / 0.50 in) FOR DORSAL GUNNER
1.
2.
3.
4.

12.7x81SR, Armour Piercing
12.7x81SR, Incendiary
626
PART 5: WEAPONS AND

ARMAMENT
HIGH ALTITUDE:
2 x 800 kg AP bombs
2 x Semi AP 800 kg bombs are best used for high altitude

bombing (more explosive tonnage than every other loadout).
Make sure you do not carry 100 % fuel, as you will be
overweight.
12 x GP 100 kg bombs are best used for area bombing and skip
bombing.
DIVE OR SKIP:
12 x 100 kg GP bombs
NOTE: Press Short Bomb
Delay (see bomber numpad)
to allow a bomb fuse delay
before you drop them if you
value your virtual life you
dont want them to explode
in your face!
627
628
PART 5: WEAPONS AND

ARMAMENT
PART 6: TAKEOFF
1.
Make sure you have the proper fuel load by checking the fuel gauges.
2.
3.
4.
5.
Crack throttle about 10 %.
6.
Engine cowling flap and oil radiator flaps fully closed.
7.
Turn both magnetos for engine # 1 ON.
8.
9.
10.
11.
Repeat steps 3 to 9 but for engine # 2.
12.
Select BOTH engines (I have it custom mapped to L_Shift + 3).
13.
Open cowling flaps 100 %, oil radiator flaps 50 % and prop pitch is fully FINE (100 %).
14.
Click on the Cylinder Head Temperature Gauge Selector (Sender) and set to any cylinder.
15.
Wait for oil temperature to reach at least 50 deg C and the cylinder head temperature to reach at least 140 deg
C.
16.
Taxi to the runway. You can taxi with low oil temps without any problem. Make sure you are facing yellow panels
on the runway. This means you are facing the right direction for takeoff.
17.
Deploy flaps to approx. 10 degrees (first notch on flaps indicator). When flaps are set, set flaps to Neutral to
lock them into position.
Note: With the BR20M, you need to cycle through 3 modes for flaps and landing gear. Up, Neutral and Down. Up
and Down are straightforward, but since the flaps in the BR20 have a variable setting. Neutral means that the flaps
stop moving. This way, you can have your flaps deployed to the angle you desire.
18.
Perform last takeoff checks: Canopy Closed, Flaps at 10 deg, cowlings fully open, oil rad 50 %, Full Fine prop
pitch, good oil & cylinder head temperatures.
19.
Set Boost Cut-Out Override ON.
20.
Gradually throttle up. Compensate for engine torque and wind using right aileron and rudder pedals to keep the
aircraft straight. Slightly push the yoke forward to lift the tail.
21.
22.
Raise landing gear and flaps UP and adjust engine settings to 2100 RPM and 740 mm HG max for climb. Set
Boost Cut-Out Override OFF.
629
PART 7: LANDING
1.

m (1500 ft AGL).
2.
Cowling flaps and oil rads fully open (100 %) and

set prop pitch to full fine (100 %).
3.
4.

5.
6.
Yoke fully back.
7.

630
PART 8: ENGINE
MANAGEMENT
Fiat A.80 / R.C.41 Engine
Pratt & Whitney R-1690 Hornet Engine

(A.80 design derived from it)
The Fiat A.80 / R.C.41 is a 18-cylinder, twin-row, air-cooled radial engine with reduction gear and
supercharger, rated altitude 4,100 m. Rated at 1,000 hp (745 kW), it was a more powerful development
of the Fiat A.74. At the time it was designed, the BR.20 was a good overall design, but it rapidly became
obsolete, and the lack of improved versions condemned it to be only a second-line machine,
underpowered and lacking in defensive firepower.
PART 8: ENGINE
MANAGEMENT
The engine was designed in 1935 by Tranquillo Zerbi and Antonio Fessia, simultaneously with the
Fiat A.74. Both were conceptually derived from US models (Pratt & Whitney R-1690 Hornet for
the A.80 and R-1830 Twin Wasp with 14 cylinders for the A.74). Fiat acquired a building license,
but implemented numerous design differences such as engine bore and stroke. These decisions
were made by the need to simplify production and to use the materials at hand. The A.80 was
intended for bombers and civilian transport aircraft, while the A.74 with a smaller diameter was
intended for fighter aircraft.
The engine was approved on November 10, 1937, after passing the usual test run for a cycle of
150 consecutive hours. The sad reality was that the A.80s operational capability was seriously
reduced due to a number of factors. For instance, Italy only had access to poor qualify wartime
fuel. The A.80 was far less popular than its little brother the A.74 as it ran into important
reliability issues despite attempts in production to fix these issues. These problems earned the
A.80 a bad reputation among Italian pilots.
On the other hand, it is interesting to note that the Japanese (which also used licensed BR.20s
during the second Sino-Japanese War) did not complain about such engine reliability issues.
During a mission, the flight lead usually calls out his engine settings
once in a while for the pilots to know what settings they should
use.
PART 8: ENGINE
MANAGEMENT
Always remember that this is a twin-engine: you must select ALL

ENGINES in order to throttle up and change your cowling flap
settings.
You can read your engine settings from the gauges in the cockpit or
from an info window.
The RPM indicator (1) shows 2100 RPM. The manifold
pressure (2) reads 700 mm HG.
The oil radiators (3) can be approximated by looking at the oil
rad lever or read from the info window in %. The control for
cowling flaps is the same as the one used for water radiators.
(100 % = fully open). Cowling flaps influence the cylinder
head temperatures. (4)
Mixture lever is present in cockpit (5) but not functional.
Boost Cut-Out override (7) can be turned on as long as you
do not exceed safety manifold pressure.
The resulting RPM is affected by manifold pressure (2), prop
pitch (6)
7
1

Oil radiator settings:

(Unit)
BR.20M
3
3
TEMPERATURES
Oil Rad
Min
Deg C
Max
Cylinder Head Temp
Min Deg C
Max
50
90
140
240
633
CYLINDER HEAD TEMPERATURES
In order to monitor cylinder head temperatures,

you only have one gauge to do so.
The Fiat A.80 R.C.41 is a 18-cylinder air-cooled
PART 8: ENGINE
MANAGEMENT
radial engine.
Click on the Cylinder Head Temperature Next

Sender selector to choose which individual pair
of cylinders will have its temperature displayed
on the temperature gauge.
In theory, all cylinders should have
approximately the same temperature, which is
why in-game you can only click once on the
selector, monitor a single cylinder, and have a
good idea how the temperature state of your
whole engine.
A diligent pilot (or co-pilot) would probably
check each pair of cylinders periodically to make
sure all cylinders are operating within safety
parameters. Fortunately, we dont really have to
do that in CloD
If your engine is damaged by flak or enemy fire,
using the Cylinder Head Temp Selector switch is
a good way to know how many cylinders of each
engine are still functioning. The loss of a single
cylinder does not mean that the engine stops
running Thats the beauty of radial engines:
they will keep running even when they are
falling apart!
634
PART 8: ENGINE
MANAGEMENT

The Boost control override did not originate as
an emergency power setting, but was adapted
to be so. In original form, it was just a way of
disabling the boost controller in case of
malfunction, thus making the system directly
link the pilot handle to the throttle valve and
giving him the ability to set any boost the
supercharger was capable of (but without
BOOST CUT-OUT
OVERRIDE
Although it is hard to find references on this, it

is easy to see how the BCO could become an
unofficial emergency power switch. A pilot
could pull it and try for a bit more boost than
the rated 740 mm HG, and hopefully get a bit
more power without damaging the engine.
635
PART 9: AIRCRAFT
PERFORMANCE
AIRSPEEDS
Takeoff
Rotation
Max Dive Speed UK:
mph
Optimal Climb
Speed
Landing
Approach
Landing
Touchdown
GER/ITA:
km/h
SPECIFICATIONS
175
600
210
CREW
ENGINE
Take-off weight
10100 kg
Empty weight
6400 kg
175
160
A climb speed of 210 km/h is

recommended.
When diving, pilots should partially
close their Air Louvres (cowling flaps)
and Oil Radiators to prevent the
Cylinder Heads and oil from cooling
too much otherwise misfiring and
rough running may result.
Unfortunately, there is not a whole lot
of information on the BR.20s
performance.
4-5
2 x FIAT A.80 R.C.41, 735kW
WEIGHTS
SPEED LIMITS
Stall Speed
150 km/h
Max Diving Speed
410 km/h
636
637
PART 9: AIRCRAFT
PERFORMANCE
COURSE SETTER
MAGNETIC COMPASS (UPPER BAND)

WHITE INDICATOR IS YOUR COURSE SETTER AND
THE WHITE NEEDLE IS YOUR ACTUAL HEADING.
WHEN YOU SET A COURSE WITH THE COURSE
SETTER AND THE RED TRIANGLE AND THE WHITE
INDICATOR ARE ALIGNED, IT MEANS THAT YOU
ARE ON COURSE.
AS YOU CAN SEE IN THE PICTURE ABOVE, WE ARE
ABOUT 8 DEGREES OFF-COURSE.
COURSE SETTER
COURSE SETTER (LOWER BAND)
DIRECTIONAL GYRO
THE COURSE SETTER ALLOWS YOU TO

CREATE A REFERENCE MARK ON THE
COMPASS TO A HEADING OF YOUR CHOICE.
THIS WAY, YOU JUST NEED TO STEER THE
AIRCRAFT TOWARDS THE COURSE SET ON
THE COURSE SETTER.
DIRECTIONAL GYRO (DG) CAN BE SET TO

ANY HEADING YOU WANT.
IT IS
RECOMMENDED FOR THE DG TO BE SET TO
YOUR CURRENT HEADING SHOWN BY THE
MAGNETIC COMPASS. THIS WAY, YOUR
MAGNETIC COMPASS AND DIRECTIONAL
GYRO ALL SHOW THE SAME MAGNETIC
HEADING.
638
MAGNETIC COMPASS (UPPER BAND)
COURSE SETTER (LOWER BAND)
DIRECTIONAL GYRO
formation flying. Having the magnetic compass setup gives the pilot a visual reference to the current
course. In some cases the leader may prefer to fly using the magnetic compass rather than setting up
the auto-pilot. The complexity of the mission plan (course), length of leg (etc.) will usually dictate the
practicality of employing the auto-pilot.
639
COURSE SETTER
SLAVED COMPASS (MIDDLE BAND)

Historically, the function of the slaved compass was to
be a gyroscopically stabilized compass that would read
correctly in turns while a magnetic compass would
only read true when you are flying straight and level
for a while. The magnetic compass has a much slower
response than gyroscopes.
In the earlier versions of the game, the slaved compass
was powered by a separate motor compressor,
which would require to be started too. However, in the
latest versions of the game the slaved compass is
simply powered by the left engine (# 1). Therefore,
you dont need to start anything.
When you spawn, your slaved compass will not work.
Its normal: your # 1 engine is not running yet. Your
slaved compass will only work once your engine
reaches RPM high enough to get the gyros fired up.
However: the slaved compass is often off by a couple
of degrees. It is not very reliable since you always need
to check your magnetic compass to make sure it is
align. Therefore, I recommend to just disregard the
slaved compass. Its a nice, expensive toy but not
much else.
YOUR HEADING
640

1.
Check your magnetic compass and read your current heading. Our
heading of 024. This heading is in reference to the magnetic north, NOT
the geographic north.
2.
Set your directional directional gyro compass by clicking on the rotary

knob to reflect the magnetic heading obtained on your magnetic
compass. In our case, set the gyro to 024. This way, the directional gyro
will give us a magnetic heading that is correct. You will see the blue
numbers pop again. You can use them as a way to fine tune your gyro.
3.
And thats it! You will now be able to use your directional gyro to orient
yourself. If your gyro accumulates error after high-G manoeuvers, you
can try to re-set it using steps 1 to 2.
4.
You could also set your directional gyro to 014 (024 minus 10 deg of
magnetic declination) instead if you wanted to, which would give you
your geographical heading instead of your magnetic one. But for
simplicitys sake, we will use the DG and MC all synchronized.
COURSE SETTER
(HEADING 0)
NOT ALIGNED
WITH CURRENT
MAGNETIC
HEADING (024)
NOTE: To navigate from point A to point B, open the map, find a geographical
heading to follow, add 10 degrees to this heading and it will give you the
magnetic heading to follow on your MG and DG (if they are all synchronized,
of course).
Directional Gyro set to approx. 024
(magneticl heading). We are now
Course setter and current
heading aligned on
havigating in relationship to the magnetic
magnetic compass as
well!
north,
not the geographic north!
2
641

translate what the magnetic compass compass is telling you.
you will have to follow on your magnetic compass.
642

by a compass.
643
PART 11: BOMBING

TUTORIAL

art form in itself.
644
PART 11: BOMBING

TUTORIAL

1.
2.
3.
4.
5.
6.

Fly to target
Bombing run
Return to Base
645
PART 11: BOMBING

TUTORIAL

following:
1.
2.
3.
4.
5.
6.
7.
8.
Where am I?
Where am I going?
What am I doing?
How am I doing it?
What can help me?
What can kill me?
How do I get home?
646
PART 11: BOMBING

TUTORIAL


target.
today.

upper right, etc)
647
PART 11: BOMBING

TUTORIAL

Calais-Marck.
Target
Home Base
Left-Click on the
protractor icon.

correct heading.
648
PART 11: BOMBING

TUTORIAL

get 074 degrees.
STEP 6:
LEFT CLICK ON
AIRFIELDS.
Step 1
DISTANCE:
58.1 km
Step 2
Heading
(074)?
from Calais to
PART 11: BOMBING

TUTORIAL

available here:
made by Ivank.
650
651
PART 11: BOMBING

TUTORIAL
PART 11: BOMBING

TUTORIAL

you are.
With a full bomb load (2 X 800 kg), the maximum fuel load you can
carry is about 50% (approx. 1810 L).
Based on in-game tests I performed, the BR.20M consumes
50 % fuel we can fly around for 2.6 hours of flight time, which gives
us a max flying distance of 780 km (which is 2 times the max range).
max takeoff fuel load (50 %) by the ratio of the distance we need to
fly on the maximum distance @ max takeoff weight (780 km):
50 % * 200 km / 780 km = 13 % fuel approx. That is what we need.
if you wanted to. The BR.20M can still fly. This practice is simply to
DISTANCE: 58.1 km
Left click and drag

652
PART 11: BOMBING

TUTORIAL

WHAT AM I DOING?
Now that we know where we are and where we are going and how much fuel we need, we need
to know what we will be doing.
We will load up 2 X 800 kg Semi-AP bombs with a Type A Mechanical Detonator (high altitude).
Our bombing altitude will be 2,700 m. We could go as high as 7,000 m if we wanted to but with
our bombsights max altitude setting of 2,700, our precision will greatly suffer.
Why do we ask ourselves this question? Simply because the challenge of a bomber pilot is the
sheer workload behind it. You are doing by yourself the task that took two dedicated guys or
more to do. Therefore, our goal is to reduce the workload as much as possible by doing as much
as we can on the ground so we can concentrate on whats going on during the flight rather than
prepare our instruments in a hurry.
In a bomber flight, generally half the guys do not know how to use a bomb sight: they simply
drop their bombs on the bomber leads command. Keep in mind that having a bomber lead is not
enough to have a proper mission: fighter interceptors always go for the bomber lead because
odds are that he is the most experienced bomber pilot. Good bomber operations generally have
a second or a third leader to take No. 1s place in case he gets shot down or runs into engine
trouble.
If you have 9 guys flying for an hour to get to a target that are waiting on your command to drop
their bombs, you better make sure that you know where youre aiming
Therefore, it is important to know at what speed and what altitude you plan to do your bomb run
so you can set up your bombsight in advance. I usually set my bombsight when I am on the
ground. This way, you just need to make small adjustments when you get to target rather than set
everything up in a hurry.
653
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
654
PART 11: BOMBING

TUTORIAL

HOW AM I DOING IT?

ABOVE SEA LEVEL
BOMBSIGHT HEIGHT
2,542 m AGL
The bombsight height, in our case will be our altimeter altitude (2,700 m)
at more or less 2,700 m. Keep in mind that the altitude can change due to
NOTE: the max bombsight altitude for the BR.20M is 2,700 m.
HAWKINGE
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
CALAIS MARCK
ALTITUDE: 2 m AMSL
655
PART 11: BOMBING

TUTORIAL

HOW AM I DOING?
density.
656

HOW AM I DOING?
PART 11: BOMBING

TUTORIAL
(300 km/h).

3,000 m)
enough.
657
PART 11: BOMBING

TUTORIAL

AFFECTED.
1.
2.

THAN INPUT AIRSPEED
1.
2.

TARGET
658
PART 11: BOMBING

TUTORIAL
HOW AM I DOING?
Be smart: set up your bombsight
in advance (set airspeed and
altitude at which you want to
bomb) while you are still on the
ground. This will save you time
and trouble. In our case, we will
enter a bombsight airspeed of
340 km/h and an altitude of
2,542 m.
FIRE WEAPON HANDLE DOES

NOT WORK (BUG). USE
DROP ORDNANCE KEY
INSTEAD TO DROP BOMBS.
1.
2.
3.
4.
5.
6.
AIRSPEED INDICATOR (IAS)

ALTIMETER (AMSL)
DIRECTIONAL GYRO
BOMBSIGHT WIND DRIFT
ADJUSTMENT
BOMBSIGHT AIRSPEED
INPUT (TAS)
BOMBSIGHT ALTITUDE
INPUT (AGL)
3
659
PART 11: BOMBING

TUTORIAL


HOW DO I GET HOME?

660
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
section.
engage Mode 22.
661
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
MAGNETIC
COMPASS
BR.20M AUTOPILOT OPERATION TABLE

STEP
ACTION
COURSE SETTER
SET A COURSE TO DESIRED HEADING USING THE COURSE SETTER

MAGNETIC COMPASS.
WHEN AIRCRAFT IS ALIGNED WITH COURSE SETTER,

DIRECTIONAL GYRO TO 0 USING THE BOTTOM KNOB.
ENGAGE DESIRED AUTOPILOT MODE (COURSE MODE OR MODE 22)

SET
DIRECTIONAL
GYRO
662
BOMBING TUTORIAL
BR.20M BOMBSIGHT OPERATION TABLE

HIGH ALTITUDE LEVEL BOMBING
PART 11: BOMBING

TUTORIAL

STEP
BOMBSIGHT
ACTION
ENGAGE AUTO-PILOT IN MODE 22 WHEN YOU HAVE SIGHT ON TARGET AND YOU ARE ALIGNED
WITH IT. (SEE AUTOPILOT TABLE)
TIP: SWITCH BACK AND FORTH TO NOSE GUNNER SEAT TO GET BETTER FRONTAL VIEW IF YOU
WANT TO HAVE AN EASIER TIME SPOTTING YOUR TARGET.
SELECT BOMB DISTRIBUTION MODE (SINGLE/SERIES/SALVO). FOR HIGH ALTITUDE, SALVO IS

RECOMMENDED.
SELECT BOMB DISTRIBUTOR DELAY (0 IS RECOMMENDED FOR HIGH ALTITUDE PRECISION

BOMBING)
CONVERT READ INDICATED AIRSPEED INTO TRUE AIRSPEED AND USE THIS VALUE FOR BOMBSIGHT
AIRSPEED INPUT.
CONVERT ALTITUDE INTO HEIGHT (READ ALTITUDE MINUS TARGET ELEVATION) AND USE THIS
VALUE FOR BOMBSIGHT ALTITUDE INPUT.
10
STEER THE AIRCRAFT USING THE AUTOPILOT RIGHT OR AUTOPILOT LEFT CONTROLS (SEE
AUTOPILOT TABLE) AND LINE UP BOMBSIGHT RETICLE ON THE TARGET. YOU CAN FINE-TUNE
COURSE CORRECTIONS WITH THE DIRECTIONAL GYRO INCREASE/DECREASE CONTROLS
(RECOMMENDED).
11
DROP ORDNANCE (USE YOUR KEYBOARD SHORTCUT, NOT THE BOMB LEVER IT DOES NOT WORK).
663
BOMBING TUTORIAL

(APPLICABLE TO BR.20M)
PART 11: BOMBING

TUTORIAL

(APPLICABLE TO BR.20M)
NUM
INCREASE
DIRECTIONAL
GYRO
DECREASE
DIRECTIONAL
GYRO
DECREASE
COURSE
SETTER
BOMB
DISTRIBUTOR
MODE PREVIOUS
BOMB
DISTRIBUTOR
MODE NEXT
TOGGLE BOMB
DISTRIBUTOR
SHORT DELAY
INCREASE
COURSE
SETTER
DECREASE BOMB
DISTRIBUTOR
DELAY
INCREASE
BOMB
DISTRIBUTOR
DELAY
INCREASE
SIGHT
DISTANCE
DROP BOMBS
OPEN BOMB BAY DOOR
CLOSE BOMB BAY DOOR
L_CTRL+N
L_CTRL+W

(BOMBARDIER/PILOT)
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
COURSE AUTO-PILOT
ADJUST COURSE LEFT
L_CTRL+A
ENTER
COURSE AUTO-PILOT
ADJUST COURSE RIGHT
L_CTRL+S
DECREASE
BOMB SALVO
QUANTITY
INCREASE
BOMB SALVO
QUANTITY
DECREASE
SIGHT
DISTANCE
TOGGLE
BOMBSIGHT
AUTOMATION

SELECT BOMB
BAY NEXT
664
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
ON THE GROUND
1. Set your predicted bomb run altitude and airspeed in your bombsight while on the ground.
2. Select desired salvo quantity, release delay (only applicable if you are skip bombing or dive bombing),
distributor release mode (Salvo? Single?).
3. ARM bombs and fly to target.
5.
6.
7.
8.
IN THE AIR
Open bomb bay doors
airspeed & altitude and drop your bombs when your bombsight reticle is on target!.
9. Jump into your ventral gunner to see hits on target (dont forget to put him in Firing Position or you
will not see anything because the ventral door will be shut).
11. Go home for cookies and spaghetti.
665
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
BOMBS DOOR OPEN!
666
PART 11: BOMBING

TUTORIAL
BOMBING TUTORIAL
BOMBS WILL FALL
AT THIS POINT.
HAWKINGE
KABOOM!
You can switch between your bombardier

and nose gunner seats to get a better
frontal view to spot the target.
Switch to ventral gunner position to get a

view of the damage!
667
668

Chuck Guide Il-2 Cliffs of Dover

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GUIDE BY CHUCK

WHERE TO FIND WHAT

FIAT G.50 SERIE II

Takeoff Manifold Pressure

Climb Manifold Pressure

Combat Manifold Pressure

Emergency Power/ Boost

Emergency Power / Boost Manifold

Landing Approach Manifold

Min Oil Press:

Use Rich mixture for normal

TABLE OF CONTENT - SPITFIRE

PART 1: AIRCRAFT HISTORY

The Supermarine Spitfire was designed as a short-range, high-performance interceptor

In accordance with its role as an interceptor,

PART 1: AIRCRAFT HISTORY

In 1934, Mitchell and the design

PART 1: AIRCRAFT HISTORY

PART 1: AIRCRAFT HISTORY

PART 2: AIRCRAFT VARIANTS

Merlin II - 87 octane fuel

Merlin II 100 octane fuel

Merlin III 87 octane fuel

Merlin III 100 octane fuel

Merlin XII 100 octane fuel

ENGINE SETTINGS & PROPERTIES

Takeoff Manifold Pressure

Climb Manifold Pressure

Combat Manifold Pressure

Emergency Power/ Boost

Emergency Power / Boost

Landing Approach Manifold

Notes & Peculiarities

Fit with a De-Havilland Two Speed Propellor,

Fit with a Rotol Constant Speed Propellor, maximum

The Spitfire IIa has better

PART 2: AIRCRAFT VARIANTS

Constant Speed Prop Mechanism

PART 2: AIRCRAFT VARIANTS

PART 3: AIRCRAFT & COCKPIT

Spitfire Ia 100 oct

ELEVATOR TRIM WHEEL

WATER RADIATOR LEVER

PART 3: AIRCRAFT & COCKPIT

Spitfire Ia 100 oct

GUNSIGHT RANGE SETTER

P-8 MAGNETIC COMPASS &

PROP PITCH / RPM CONTROLLER

PART 3: AIRCRAFT & COCKPIT

Spitfire Ia 100 oct

OXYGEN REGULATOR SWITCH

TURN & BANK

PART 3: AIRCRAFT & COCKPIT

Spitfire Ia 100 oct

BOTH FUEL GAUGES ARE INCORRECT IN BOTH

LOWER FUEL TANK GAUGE (37 gal)

OIL RADIATOR TEMPERATURE

PART 3: AIRCRAFT & COCKPIT

Spitfire Ia 100 oct

PART 3: AIRCRAFT & COCKPIT

CHECK THE ENGINE MANAGEMENT SECTION FOR RECOMMENDED RADIATOR SETTINGS.

WATER RAD CLOSED

WATER RAD OPEN

PART 3: AIRCRAFT & COCKPIT