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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
MESSERSCHMITT BF.110
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
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
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
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
Normal Operation/Cruise
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
UK: PSI
GER: ATA
ITA: mm HG
+6
+6
+5
RPM
2850
5 min MAX
2850
5 min MAX
2600 COARSE
5 min MAX
UK: PSI
GER: ATA
ITA: mm HG
+12 BCO ON
+12 BCO ON
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
Operation Altitude
Landing Approach RPM
UK: ft
GER: M
UK: ft
GER: M
ITA: M
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
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
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
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
Oil Rad (OUTBOUND) Min
Max
Deg C
Deg C
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
RPM
RPM
UK: MPH
GER-ITA: km/h
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.
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.
CROWBAR
13
NAVIGATION LIGHTS
(NOT FUNCTIONAL)
MIXTURE CONTROL
AFT: RICH (DEFAULT)
FWD: LEAN
MAGNETO 1 + 2
GUNSIGHT
DIMMER
FLAPS CONTROL
UP: UP
DOWN: DOWN
THROTTLE
BOOST CUT-OUT
OVERRIDE
FUEL COCK
UP: ON
DOWN: OFF
14
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
ELEVATOR TRIM
INDICATOR
(DEGREES)
DIRECTIONAL
GYRO SETTER
COCKPIT FLOOD
LIGHT CONTROLS
15
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
16
LANDING GEAR
LEVER
EMERGENCY
LANDING GEAR
LEVER
17
GLYCOL/WATER
RADIATOR
OIL RADIATOR
SYSTEM
18
CRITICAL COMPONENTS
FUEL TANKS
.303 IN (8 TOTAL)
BROWNING MACHINE GUNS
WING SPARS
CONTROL
CABLES
OIL
RADIATOR
WATER
RADIATOR
AMMUNITION
BOXES
19
HOW TO RECOGNIZE
A TAIL NUMBER
20
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
21
MAPPED TO
PART 4: CONTROLS
lean to gunsight
ESSENTIAL / NON-ESSENTIAL
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
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
CLICKABLE IN COCKPIT
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
23
24
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.
GUNSIGHT
Wingspan
GUNSIGHT
26
27
28
29
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
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.
32
PART 8: ENGINE
MANAGEMENT
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
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:
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
Oil Rad (OUTBOUND) Min
Max
Deg C
Deg C
60
115
40
95
60
115
40
95
35
PART 8: ENGINE
MANAGEMENT
BOOST CUT-OUT
OVERRIDE
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
37
38
PART 9: AIRCRAFT
PERFORMANCE
39
PART 9: AIRCRAFT
PERFORMANCE
40
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
41
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
45
HAWKER HURRICANE
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.
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
Oil Rad (OUTBOUND) Min
Max
Deg C
Deg C
60
115
40
95
60
115
40
95
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
UK: PSI
GER: ATA
ITA: mm HG
RPM
RPM
UK: MPH
GER-ITA: km/h
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.
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.
Hurricane Ia
Rotol 100 oct
RADIATOR SETTING
INDICATOR
Hurricane Ia
Rotol 100 oct
COCKPIT FLOOD
LIGHT CONTROLS
BOOST CUT-OUT
OVERRIDE
MAGNETO 1 + 2
MIXTURE CONTROL
AFT: RICH (DEFAULT)
FWD: LEAN
THROTTLE
SLOW RUNNING
CUT-OUT (SHUTS
ENGINE DOWN)
56
Hurricane Ia
Rotol 100 oct
LANDING GEAR
INDICATOR
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
SHORT NEEDLE: 10,000 FT
LONG NEEDLE: 1000 FT
BOTTOM KNOB: SETS QFE
DIRECTIONAL
GYRO
DIRECTIONAL
GYRO SETTER
57
GUNSIGHT ILLUMINATION
TOGGLE
FUEL PRESSURE
(PSI)
OIL PRESSURE
(PSI)
Hurricane Ia
Rotol 100 oct
58
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.
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
Hurricane Ia
Rotol 100 oct
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
GLYCOL/WATER
RADIATOR
OIL RADIATOR
SYSTEM
61
CRITICAL COMPONENTS
WING SPARS
FUEL TANKS
.303 IN (8 TOTAL)
BROWNING MACHINE GUNS
CONTROL
CABLES
WATER
RADIATOR
AMMUNITION
BOXES
62
HOW TO RECOGNIZE
A TAIL NUMBER
63
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
64
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
CLICKABLE IN COCKPIT
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
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
CLICKABLE IN COCKPIT
F10
ESSENTIAL
65
PART 4: CONTROLS
Unlike the Bf.109, the Hurricane 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).
66
67
GUNSIGHT
68
Wingspan
GUNSIGHT
69
70
71
72
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified in the sim.
1.
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.
3.
4.
5.
6.
7.
8.
9.
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.
17.
Raise landing gear and set RPM to 2850 max for climb.
73
PART 7: LANDING
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.
75
76
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
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
BOOST CUT-OUT
OVERRIDE
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
79
80
PART 9: AIRCRAFT
PERFORMANCE
81
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
WEAPONS + AMMO
82
PART 9: AIRCRAFT
PERFORMANCE
83
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 256. 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 266 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 266. 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.
Parallel lines
(must be
aligned with T)
White T facing
the Red N
Magnetic
Compass
Heading
(256)
Gyro heading
(266)
3
2
85
87
BRISTOL BLENHEIM IV
88
89
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.
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
Deg C
40
85
100
235
40
85
100
235
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
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
266
266
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: MPH
GER-ITA: km/h
BLENHEIM Mk IV
BOMBER VARIANT
BLENHEIM Mk IVF
94 VARIANT
FIGHTER
95
CREW MEMBERS
PILOT
DORSAL GUNNER
BOMBARDIER-NAVIGATOR
97
PILOT
98
BLENHEIM Mk IV
BOMBER VARIANT
FLAPS
INDICATOR
PILOT
LANDING GEAR /
UNDERCARRIAGE
INDICATOR
THROTTLE
MIXTURE
99
BLENHEIM Mk IV
BOMBER VARIANT
PILOT
STARBOARD/RIGHT
FUEL GAUGE
PORT/LEFT
FUEL GAUGE
100
PROPELLOR PITCH
FINE/COARSE
PILOT
BLENHEIM Mk IV
BOMBER VARIANT
101
BLENHEIM Mk IV
BOMBER VARIANT
COWLING FLAP
SHUTTER
PILOT
HAND PUMP
USE WHEN LANDING GEAR FAILS TO RETRACT
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.
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.
BLENHEIM Mk IV
BOMBER VARIANT
102
BLENHEIM Mk IV
BOMBER VARIANT
CROSSFEED VALVE
2 POSITIONS: ON/OFF
PILOT
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!
103
BLENHEIM Mk IV
BOMBER VARIANT
OIL PRESSURE
(PSI)
TACHOMETER
(X 100 RPM)
PILOT
AIRSPEED INDICATOR
(x10 MPH)
ARTIFICIAL
HORIZON
CLIMB RATE
INDICATOR
(1000 FT/MIN)
ALTIMETER
SHORT NEEDLE: 10,000 FT
LONG NEEDLE: 1000 FT
BOTTOM KNOB: SETS QFE
BOOST CUT-OUT
OVERRIDE
FIRE
EXTINGUISHERS
TURN & BANK
SIDE SLIP
INDICATOR
104
BLENHEIM Mk IV
BOMBER VARIANT
DIRECTIONAL
GYRO
PILOT
PNEUMATIC
PRESSURE (PSI)
DIRECTIONAL
GYRO SETTER
MAGNETOS
ELEVATOR TRIM
INDICATOR
NAVIGATION LIGHTS
(NOT FUNCTIONAL)
OXYGEN DELIVERY
(NOT FUNCTIONAL)
OXYGEN SUPPLY
(NOT FUNCTIONAL)
RUDDER TRIM
INDICATOR
105
BLENHEIM Mk IV
BOMBER VARIANT
BOMBARDIER
AIRSPEED
INDICATOR
TWO BOMB DISTRIBUTION
MODES: SALVO OR SINGLE
DIRECTIONAL
GYRO
ALTIMETER
BOMB
RELEASE
BUTTON
106
BLENHEIM Mk IV
BOMBER VARIANT
BOMBARDIER
BOMBSIGHT
ALTITUDE SETTER
BOMBSIGHT
AIRSPEED SETTER
BLENHEIM Mk IV
BOMBER VARIANT
BOMBSIGHT WIND
CORRECTION
107
DORSAL GUNNER
108
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
110
CRITICAL COMPONENTS
.303 BROWNING
MACHINE GUN
FUEL TANKS
WING SPARS
CONTROL
CABLES
DORSAL
TURRET
111
HOW TO RECOGNIZE
A TAIL NUMBER
112
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
View-Position #1 (pilot)
L_ALT+1
ESSENTIAL
View-position #2 (bombardier)
L_ALT+2
ESSENTIAL
L_ALT+3
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
CLICKABLE IN COCKPIT
NUMPAD - (CUSTOM)
CLICKABLE IN COCKPIT
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
113
MAPPED TO
PART 4: CONTROLS
lean to gunsight
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
fire guns
ESSENTIAL
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
ESSENTIAL
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
Fuel Cock # 1, 2, 3
CLICKABLE IN COCKPIT
F10
ESSENTIAL
114
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
Bombsight altitude + / -
CLICKABLE IN COCKPIT
Bombsight velocity + / -
CLICKABLE IN COCKPIT
NON-ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
L_SHIFT+3 (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
Carburettor Heat # 1 / # 2
Open/Close Bomb Bay Door
NON-ESSENTIAL
N (CUSTOM)
PART 4: CONTROLS
Unlike the German bombers, the Blenheim 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).
116
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
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
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
Select proper fuse delay based on the type of bombing run you intend to do.
BLENHEIM Mk IV
BOMBER VARIANT
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 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.
4.
5.
6.
7.
8.
9.
10.
11.
12.
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.
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 set prop pitch to COARSE. Adjust RPM to 2400 max for climb.
BOOST CUT-OUT
OVERRIDE
122
PART 7: LANDING
123
PART 8: ENGINE
MANAGEMENT
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
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.
(100 % = fully open).
The resulting RPM is affected by both boost pressure and
prop pitch (5).
Cowling flaps settings:
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
126
PART 8: ENGINE
MANAGEMENT
BOOST CUT-OUT
OVERRIDE
PART 8: ENGINE
MANAGEMENT
CARBURETTOR HEAT
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
129
130
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
132
PART 9: AIRCRAFT
PERFORMANCE
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 271. 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 281 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 281. 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.
Parallel lines
(must be
aligned with T)
White T facing
the Red N
3
Gyro heading
(281)
2
Magnetic
Compass
Heading (271)
134
136
137
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.
138
Home Base
Target
Left-Click on the
protractor icon.
140
Step 1
Heading
169?
Step 2
141
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
143
MAX RANGE
144
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
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
1.
2.
1.
2.
TARGET
150
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
152
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
153
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
There are two auto-pilot modes: Course Mode and Mode 22. Make sure you have
mapped keys to cycle through these modes.
155
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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).
156
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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.
157
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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.
158
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
BLENHEIM AUTOPILOT OPERATION TABLE
STEP
ACTION
MAGNETIC
COMPASS
SET
DIRECTIONAL
GYRO
160
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
BOMBSIGHT
DROP ORDNANCE.
161
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
OTHER USEFUL COMMANDS
(APPLICABLE TO BLENHEIM)
DROP BOMBS
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
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.
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
162
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
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
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
164
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
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.
Lean to bombsight (same as lean to gunsight button) and align your bombsight reticle
with your target.
Bombsight reticle:
Bombs should
land there.
165
166
167
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.
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
Deg C
N/A
N/A
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
Climb Manifold Pressure
RPM
RPM
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
RPM
UK: PSI
GER: ATA
ITA: mm HG
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
CREW MEMBERS
FLIGHT INSTRUCTOR
(CO-PILOT)
STUDENT PILOT
174
FRONT SEAT
INSTRUCTOR
175
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)
176
BACK SEAT
STUDENT
ARTIFICIAL
HORIZON
THROTTLE
OIL PRESSURE
(PSI)
MIXTURE
FWD: RICH
AFT: LEAN
P-8 MAGNETIC
COMPASS &
COURSE SETTER
177
BACK SEAT
STUDENT
AIRSPEED
INDICATOR
(x 10 MPH)
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
BACK SEAT
STUDENT
ELEVATOR TRIM
INDICATOR
ELEVATOR TRIM
LEVER
179
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
BACK SEAT
STUDENT
FUEL COCK
181
BACK SEAT
STUDENT
AIRSPEED INDICATOR
(IN MPH)
TO LOCK OR UNLOCK
THE SLATS, YOU NEED
TO LEFT CLICK AND
DRAG ON THE LEVER.
182
SLAT (DEPLOYED)
SLAT (DEPLOYED)
FUEL GAUGE
STRUTS
CONTROL CABLES
184
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
CRITICAL COMPONENTS
FUEL TANK
STRUTS
WING SPARS
CONTROL
CABLES
HOW TO RECOGNIZE
A TAIL NUMBER
187
MAPPED TO
PART 4: CONTROLS
Wheel Chocks
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
View-Position #1, # 2
L_ALT+1, L_ALT+2
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
CLICKABLE IN COCKPIT
NUMPAD - (CUSTOM)
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
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
CLICKABLE IN COCKPIT
188
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
5. Make sure your propeller is clear (Clear prop!)
6. Engine ignition! (press I by default)
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
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
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
197
PART 9: AIRCRAFT
PERFORMANCE
198
PART 9: AIRCRAFT
PERFORMANCE
Parallel lines
(must be
aligned with T)
200
202
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
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.
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
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
Oil Rad (OUTBOUND) Min
Max
RPM
UK: PSI
GER: ATA
ITA: mm HG
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Normal Operation/Cruise
RPM
Normal Operation/Cruise
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
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
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
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
BF.109E-4/B
212
BF.109E-4/B
PITOT HEAT
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.
WATER RADIATOR
CONTROL CRANK
(MUST HOLD
RADIATOR BUTTON
TO OPEN IT)
213
BF.109E-4/B
LEFT: FUEL PRESSURE (KG/M3)
RIGHT: OIL PRESSURE (KG/M3)
CANNON AMMO
INDICATOR
LANDING GEAR
EMERGENCY HANDLE
LANDING GEAR
INDICATOR
RED/EIN = UP
GREEN/AUS = DOWN
214
BF.109E-4/B
ALTITUDE
INDICATOR (KM)
MAGNETOS
MAGNETIC
COMPASS
RPM
(U/min)
PROP PITCH
INDICATOR
12:00 = MAX RPM
FUEL COCK
AIRSPEED
INDICATOR
(KM/H)
COCKPIT LIGHTS
215
BF.109E-4/B
GUNSIGHT
DIMMER
CLOCK
216
BF.109E-4/B
THROTTLE
OIL RADIATOR
AFT = CLOSED
FWD = OPEN
HORIZONTAL STAB
TRIM INDICATOR
(ELEVATOR)
ZOOMED VIEW OF THROTTLE
217
BF.109E-4/B
FLAPS CONTROL
WHEEL
HORIZONTAL STAB
(ELEVATOR) TRIM WHEEL
218
BF.109E-3
& BF.109E-1
219
220
CRITICAL COMPONENTS
WING SPAR
FUEL TANK
7.92 mm
MACHINEGUN
(2 TOTAL)
CONTROL
CABLES
WATER
RADIATOR
20 mm CANNON
(2 TOTAL)
OIL
RADIATOR
221
222
223
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
ESSENTIAL
fire cannons
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
224
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL / NON-ESSENTIAL
NOT ESSENTIAL
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
ESSENTIAL
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
bail out
ESSENTIAL
CLICKABLE IN COCKPIT
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
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.
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
20 mm MG/FF
7.92 mm MG17
229
230
231
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
232
233
234
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
8. Make sure your propeller is clear (Clear prop!)
9. Engine ignition! (press I by default)
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.
2.
3.
4.
5.
6.
7.
PART 8: ENGINE
MANAGEMENT
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
Oil Rad (OUTBOUND) Min
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.
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.
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
251
MESSERSCHMITT BF.110
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
Oil Rad (OUTBOUND) Min
Max
Deg C
Deg C
60
90
40
85
60
90
40
85
60
100
40
105
DB601 A-1
B-4 87 octane
DB601 A-1
B-4 87 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
Normal Operation/Cruise
RPM
Normal Operation/Cruise
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
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
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
BF.110C-4
BF.110C-4/N
BF.110C-4/N DERATED
Heavy Fighter / Automatic Prop Pitch / MG FF/M Cannons (with Mineng.) / No WEP
BF.110C-7
BF.110C-7 LATE
BF.110C-2 / BF.110C-4
BF.110C-7
260
DORSAL GUNNER
261
PILOT
262
BF.110 C-4
PILOT
BF.110 C-4
PILOT
MAGNETIC
COMPASS
COCKPIT LIGHTS
KNOB
264
BF.110 C-4
PILOT
CANNON AMMO
INDICATOR
PROPELLER PITCH
INDICATORS
12:00 = MAX RPM
RPM (U/min)
265
BF.110 C-4
PILOT
CLOCK
GUNSIGHT
DIMMER
AUTOPILOT
SWITCH
REPEATER
COMPASS
AIRSPEED
INDICATOR
(KM/H)
VARIOMETER
(VERTICAL VELOCITY IN
M/S)
266
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)
BOTTOM KNOB: SETS QFE
267
BF.110 C-4
PILOT
FUEL GAUGE
CAPACITY: 1270 L (TOTAL)
WATER RADIATOR
TEMPERATURE (DEG C)
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
BF.110 C-4
PILOT
Warning notice:
AUTOPILOT CONTROL
LANDING GEAR INDICATOR
RED/EIN = GEAR UP
GREEN/AUS = GEAR DOWN
DIRECTIONAL GYRO
(UPPER BAND)
PROP PITCH
CONTROL
AUTOPILOT DIRECTION
(BOTTOM BAND)
SLIP INDICATOR
DIRECTIONAL GYRO
SETTTER KNOB
269
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.
FLAPS CONTROL
HYDRAULIC PRESSURE
(KG/CM2)
270
BF.110 C-4
PILOT
THROTTLES
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
BF.110 C-4
PILOT
OIL TEMPERATURE
(DEG C)
272
BF.110 C-7
PILOT
SALVO/SINGLE
DISTRIBUTION MODE
BOMB PANEL
(C-7 VARIANTS ONLY)
273
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. 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.
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.
274
DORSAL GUNNER
275
276
CRITICAL COMPONENTS
FUEL TANKS
CONTROL
CABLES
OIL
RADIATOR
WATER
RADIATOR
WING SPAR
7.92 mm
MACHINEGUN
(4 TOTAL)
20 mm CANNON
(2 TOTAL)
277
278
279
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
ESSENTIAL
fire cannons
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
L_SHIFT+3 (CUSTOM)
ESSENTIAL
280
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL / NON-ESSENTIAL
NOT ESSENTIAL
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
ESSENTIAL
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
ESSENTIAL
ESSENTIAL
ESSENTIAL
bail out
Toggle Independent Mode (allows you to use/hide
mouse cursor)
ESSENTIAL
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
281
PART 4: CONTROLS
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
View-Position #1 (pilot)
L_ALT+1
ESSENTIAL
L_ALT+2
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
L_CTRL + A (CUSTOM)
ESSENTIAL
L_CTRL + S (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
282
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.
283
4 X Rheinmetall-Borsig MG 17
(7.92 mm)
284
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.
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
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.
287
20 mm MG/FF
7.92 mm MG17
288
289
290
291
292
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
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified in the sim.
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.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Wait for oil temperature to reach at least 40 deg C and water rad temperature to reach at least
60 deg C.
14.
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.
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.
2.
Water and oil rads fully open (100 %) and set prop
pitch to full fine (12:00).
3.
4.
5.
6.
7.
295
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
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
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 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)
100 % WATER / 100 % OIL during takeoff & landing
(Unit)
Deg C
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
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:
1)
VORN RECHTS (FRONT RIGHT)
2)
FUEL IS BEING TRANSFERRED TO
THE FRONT RIGHT MAIN TANK
3)
AUS= OFF
NO FUEL
TRANSFER
4)
FUEL COCK # 4
PUMP ON/OFF
FUEL COCK # 3
SETS WHERE FUEL
IS TRANSFERRED TO
EIN = ON
FUEL TRANSFER!
304
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!
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
306
307
PART 9: AIRCRAFT
PERFORMANCE
308
PART 9: AIRCRAFT
PERFORMANCE
PART 9: AIRCRAFT
PERFORMANCE
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
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.
REPEATER
COMPASS
ACTION
DIRECTIONAL
GYRO
MAGNETIC
COMPASS
AUTOPILOT
311
EXAMPLE:
Align Directional Gyro with Magnetic Compass using the DG setter knob.
2.
3.
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
314
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
320
(Unit)
JU-87
B-2
TEMPERATURES
Water Rad Min
Max
Oil Rad (OUTBOUND) Min
Max
Deg C
Deg C
38
95
30
95
ENGINE SETTINGS
Engine & Fuel grade
Takeoff RPM
Takeoff Manifold Pressure
RPM
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
RPM
Combat RPM
Combat Manifold Pressure
RPM
RPM
2300
1 min MAX
UK: PSI
GER: ATA
ITA: mm HG
Supercharger Stage 1
Operation Altitude
UK: ft
GER: M
Supercharger Stage 2
Operation Altitude
UK: ft
GER: M
ITA: M
1.35
1 min max
0
1500
1500+
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
322
PILOT
323
PILOT
DIVE ANGLE
REFERENCE
324
JU-87 B-2
PILOT
CANOPY HATCH
HANDLE
PITOT HEAT
325
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
COURSE
SETTER
BOMB ALTIMETER
REPEATER
COMPASS
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
ALTIMETER
(KM)
(BOTTOM KNOB
SETS QFE)
VARIOMETER
(VERTICAL VELOCITY
IN M/S)
WING BOMB
RACK PANEL
327
JU-87 B-2
PILOT
FUEL PRESSURE
(KM/CM2)
OIL PRESSURE
(KM/CM2)
OIL TEMPERATURE
(DEG C)
WATER RADIATOR
TEMPERATURE (DEG C)
FUEL CONTENTS
SELECTOR
FUSELAGE BOMB
ARMING
328
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
GUNSIGHT ILLUMINATION
330
JU-87 B-2
PILOT
HYDRAULIC PRESSURE
(KG/CM2)
FUEL COCK
HYDRAULIC PRESSURE
(KG/CM2)
331
JU-87 B-2
PILOT
THROTTLE
PROP
PITCH
332
JU-87 B-2
PILOT
AIRBRAKE CONTROL
FWD: RETRACTED
MIDDLE: NEUTRAL
AFT: DEPLOYED
RUDDER TRIM
333
JERICHO
TRUMPET
(SIREN SOUND WHEN
AIRBRAKES ARE DEPLOYED)
334
UNLOCK TAILWHEEL
LOCK TAILWHEEL
TAILWHEEL IS NOT STRAIGHT: KEEP TAIL SKID UNLOCKED
335
AIRBRAKES RETRACTED
AIRBRAKES DEPLOYED
336
DORSAL GUNNER
337
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. 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.
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.
338
339
340
CRITICAL COMPONENTS
OIL
RADIATOR
WATER
RADIATOR
FUEL TANKS
7.92 mm
MACHINEGUN
(2 TOTAL)
CONTROL
CABLES
FUEL TANKS
WING SPARS
341
342
343
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
ESSENTIAL
ESSENTIAL
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
CLICKABLE IN COCKPIT
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
CLICKABLE IN COCKPIT
SEE BOMBER NUMPAD
CLICKABLE IN COCKPIT
344
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL / NON-ESSENTIAL
NOT ESSENTIAL
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
ESSENTIAL
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
ESSENTIAL
ESSENTIAL
ESSENTIAL
bail out
Toggle Independent Mode (allows you to use/hide
mouse cursor)
increase /decrease sight altitude (sets bomb altimeter
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
CLICKABLE IN COCKPIT
release altitude)
ESSENTIAL
345
PART 4: CONTROLS
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
View-Position #1 (pilot)
L_ALT+1
ESSENTIAL
L_ALT+2
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
L_CTRL+Q (CUSTOM)
ESSENTIAL
Q (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
Bombsight altitude + / -
CLICKABLE IN COCKPIT
346
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.
NOTE: The landing gear is FIXED on the Stuka. Dont look for an undercarriage lever there isnt any.
347
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.
348
7.92 mm MG17
349
350
PART 8: ENGINE
MANAGEMENT
351
352
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.
3.
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.
10.
11.
Make sure you are facing yellow panels on the runway. This means you are facing the right
direction for takeoff.
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.
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.
2.
Water and oil rads fully open (100 %) and set prop
pitch to full fine (100 %).
3.
4.
5.
6.
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
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
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. 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.
Radiator settings:
75 % WATER / 50 % OIL during climb & normal operation
100 % WATER / 100 % OIL during takeoff & landing
0 % WATER / 0 % OIL during engine warm-up
(Unit)
JU-87
B-2
TEMPERATURES
Water Rad Min
Max
Deg C
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
SUPERCHARGER OPERATION
PART 8: ENGINE
MANAGEMENT
REAL-LIFE CENTRIFUGAL
SUPERCHARGER FOR THE JUMO 211
361
PART 8: ENGINE
MANAGEMENT
SUPERCHARGER OPERATION
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.
PART 8: ENGINE
MANAGEMENT
(Unit)
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
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
365
366
PART 9: AIRCRAFT
PERFORMANCE
367
PART 9: AIRCRAFT
PERFORMANCE
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
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
7.
371
ANGLE REFERENCE
LINE
60 DEG
11
MUST WRECK PROPERTY!
12
HORIZON LINE
10
372
L_CTRL+W
LEAN TO GUNSIGHT
JOYSTICK BTN
(CUSTOM KEY)
AIRBRAKES TOGGLE
L_CTRL + F
CUSTOM KEY
R_CTRL + N
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.
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
375
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
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
Oil Rad (OUTBOUND) Min
Max
Deg C
40
90
40
80
Deg C
ENGINE SETTINGS
Engine & Fuel grade
Takeoff RPM
Takeoff Manifold Pressure
RPM
2400
UK: PSI
GER: ATA
ITA: mm HG
1.35
Climb RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
RPM
Combat RPM
Combat Manifold Pressure
RPM
2300
UK: PSI
GER: ATA
ITA: mm HG
1.15
RPM
2400
1 min MAX
UK: PSI
GER: ATA
ITA: mm HG
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
Operation Altitude
UK: ft
GER: M
1.35
1 min max
0
1220
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
381
382
CREW MEMBERS
DORSAL GUNNER
PILOT
VENTRAL GUNNER
383
PILOT
384
JU-88 A-1
PILOT
PROP PITCH
(MAX: 12:00)
ENGINE OIL
TEMPERATURE
(DEG C)
HYDRAULIC PRESSURE
(KG/CM2)
385
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
(HIDDEN)
PROP PITCH
(HIDDEN)
SUPERCHARGER
TOGGLE # 1 & # 1
(HIDDEN)
386
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.
AILERON TRIM
WHEEL
RUDDER TRIM
INDICATOR
ELEVATOR TRIM
WHEEL
FLAPS LEVER
RUDDER TRIM WHEEL
AIRBRAKE LEVER
THROTTLE
LANDING GEAR
INDICATOR
AFT: DEPLOYED
FWD: RETRACTED
FLAPS INDICATOR
AFT: DEPLOYED
FWD: RETRACTED
AIRBRAKE INDICATOR
AFT: DEPLOYED
FWD: RETRACTED
388
389
JU-88 A-1
PILOT
AIRSPEED INDICATOR
(KM/H)
ALTIMETER (KM)
BOTTOM KNOB: SETS QFE
LORENZ BLIND LANDING
SYSTEM INDICATOR
ALTIMETER (KM)
RED NEEDLE: ALTITUDE FROM
WHICH YOU WILL START YOUR
DIVE BOMBING RUN.
AUTOPILOT MODE
SELECTOR
(OFF/COURSE/MODE 22)
MAGNETOS
CLOCK
390
JU-88 A-1
AUTOPILOT COURSE
PILOT
ARTIFICIAL HORIZON
391
JU-88 A-1
REPEATER COMPASS
PILOT
DIRECTIONAL GYRO
(UPPER BAND)
AUTOPILOT DIRECTION
(BOTTOM BAND)
SLIP INDICATOR
DIRECTIONAL GYRO
SETTTER KNOB
MAGNETIC COMPASS
392
JU-88 A-1
BOMBARDIER
NOSE GUNNER
393
JU-88 A-1
BOMBARDIER
NOSE GUNNER
RPM (U/min)
WATER RADIATOR
TEMPERATURE (DEG C)
394
JU-88 A-1
BOMBARDIER
NOSE GUNNER
COCKPIT PRIMARY
ILLUMINATION
COCKPIT SECONDARY
ILLUMINATION
395
JU-88 A-1
BOMBARDIER
NOSE GUNNER
396
JU-88 A-1
BOMBARDIER
NOSE GUNNER
BOMBSIGHT
TAILWHEEL LOCK
397
JU-88 A-1
VENTRAL
GUNNER
398
JU-88 A-1
DORSAL
GUNNER
399
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
401
CRITICAL COMPONENTS
FUEL TANKS
CONTROL
CABLES
WING SPARS
WATER
RADIATOR
(ANNULAR)
402
403
404
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
ESSENTIAL
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
L_SHIFT+3 (CUSTOM)
ESSENTIAL
Retract Airbrakes
ESSENTIAL
Extend Airbrakes
ESSENTIAL
N / LCTRL+N (CUSTOM)
ESSENTIAL
405
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
Throttle axis
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
ESSENTIAL
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
bail out
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
L_ALT+F2
ESSENTIAL
View-Position #1 (pilot)
L_ALT+1
ESSENTIAL
View-position #2 (bombardier)
L_ALT+2
ESSENTIAL
L_ALT+3
ESSENTIAL
ESSENTIAL
406
PART 4: CONTROLS
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
L_CTRL + A (CUSTOM)
ESSENTIAL
L_CTRL + S (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
Bombsight altitude + / -
CLICKABLE IN COCKPIT
Bombsight velocity + / -
CLICKABLE IN COCKPIT
ESSENTIAL
L_CTRL+Q (CUSTOM)
ESSENTIAL
Q (CUSTOM)
ESSENTIAL
407
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.
408
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.
409
410
FUSE DELAY
RECOMMENDED: 18 x GP SC 50
FUSE DELAY
RECOMMENDED: 10 x GP SC 50
WING RACK
RECOMMENDED: 4 x GP SC 250
FUSE DELAY
FOR LOW ALTITUDE/SKIP BOMBING:
14 SEC
411
412
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified in the sim.
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.
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.
13.
Make sure you are facing yellow panels on the runway. This means you are facing the right
direction for takeoff.
14.
Perform last takeoff checks: Canopy Closed, Water & Oil Rads fully open, Full Fine prop pitch
(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.
2.
Water and oil rads fully open (100 %) and set prop
pitch to full fine (100 %).
3.
4.
5.
6.
7.
414
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 Ju
87 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
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.
417
418
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 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!
JU-88
A-1
TEMPERATURES
Water Rad Min
Max
Deg C
Deg C
40
90
40
80
419
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.
420
SUPERCHARGER OPERATION
PART 8: ENGINE
MANAGEMENT
REAL-LIFE CENTRIFUGAL
SUPERCHARGER FOR THE JUMO 211
421
PART 8: ENGINE
MANAGEMENT
SUPERCHARGER OPERATION
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.
PART 8: ENGINE
MANAGEMENT
JU-88
A-1
TEMPERATURES
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
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!
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
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
Operation Altitude
UK: ft
GER: M
UK: ft
GER: M
ITA: M
0
1220
1220+
(AUTO/MAN MODES)
424
PART 8: ENGINE
MANAGEMENT
SWITCH BOX
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
In-Game Label
Kraftst.Pump.links
Kraftst.Pump.rechts
--
1
2
1
2
--
Action
(always on)
(always on)
Fuel cock #3
Fuel cock #4
Fuel cock #5
Fuel cock #6
Fuel cock #7
Fuel cock #8
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
428
429
PART 9: AIRCRAFT
PERFORMANCE
430
PART 9: AIRCRAFT
PERFORMANCE
COURSE SETTER
COURSE SETTER
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
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!
1
1
3
Course setter and current heading aligned on
magnetic compass as well!
433
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
436
437
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.
438
Target
Home Base
Left-Click on the
protractor icon.
440
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.
DISTANCE: 58.1 km
442
443
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.
Hawkinges altitude in the table is 158 m (518 ft).
444
446
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
many factors and that your bombsight height is AGL (above ground level),
and will always require you to substract target elevation to be accurate.
NOTE: the max bombsight altitude for the Ju-88 is 6,000 m.
HAWKINGE
ALTITUDE: 158 m AMSL
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
CALAIS MARCK
ALTITUDE: 2 m AMSL
447
448
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).
1.
2.
1.
2.
TARGET
450
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
452
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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
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 (- 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
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
DIRECTIONAL
GYRO BAND
COURSE SETTER
ACTION
AUTOPILOT BAND
REPEATER
COMPASS
MAGNETIC
COMPASS
454
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 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
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
L_CTRL+N
L_CTRL+W
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
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.
SELECT BOMB
BAY NEXT
456
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
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. 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
Find target and reach targeted altitude and airspeed
Open bomb bay doors
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 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
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
458
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
459DEG
BOMBS ARE DROPPED AT APPROX 22
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
CLOSE ENOUGH!
460
461
462
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
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.
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
Oil Rad (OUTBOUND) Min
Max
Deg C
38
95
35
95
Deg C
40
100
40
105
ENGINE SETTINGS
Engine & Fuel grade
DB601 A-1
B-4 - 87 octane fuel
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
Normal Operation/Cruise
RPM
Normal Operation/Cruise
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
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
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
Operation Altitude
UK: ft
GER: M
1.35
1 min MAX
0
1220
1220+
RPM
2300
As required
2300
As required
UK: ft
GER: M
ITA: M
UK: PSI
GER: ATA
ITA: mm HG
N/A
N/A
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
CREW MEMBERS
PILOT
DORSAL GUNNER
WAIST
GUNNER
VENTRAL GUNNER
472
PILOT
473
PILOT
MAGNETIC
COMPASS
CLOCK
474
RPM (U/min)
HE-111 H-2
PILOT
OIL RADIATOR
TEMPERATURE (DEG C)
WATER RADIATOR
TEMPERATURE (DEG C)
475
HE-111 H-2
PILOT
AUTOPILOT LIGHT
LIT = AUTOPILOT ENGAGED
REPEATER COMPASS
AUTOPILOT COURSE
ARTIFICIAL HORIZON
DIRECTIONAL GYRO
(UPPER BAND)
ALTIMETER (KM)
BOTTOM KNOB: SETS QFE
VARIOMETER
(VERTICAL VELOCITY)
(M/S)
SLIP INDICATOR
AUTOPILOT DIRECTION
(BOTTOM BAND) 476
HE-111 H-2
PILOT
PROP PITCH
(MAX: 12:00)
FLAPS INDICATOR
(DEG)
LANDING GEAR
INDICATOR
RED: GEAR UP
GREEN: GEAR DOWN
477
HE-111 H-2
PILOT
PITOT HEAT
TOGGLE PRIMARY
COCKPIT ILLUMINATION
(ON/OFF)
478
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
HE-111 H-2
PILOT
THROTTLE
AUTOPILOT CONTROLS
LANDING GEAR LEVER
MAGNETOS
AILERON TRIM
CONTROL
SUPERCHARGER
CONTROLS (SEE ENGINE
MANAGEMENT SECTION)
PROP PITCH
CONTROL
OIL RADIATOR
CONTROLS
AFT/EIN= CLOSED
FWD/AUS = OPEN
PRIMARY
ILLUMINATION
SETTER
480
HE-111 H-2
PILOT
RUDDER TRIM
CONTROL
HAND PUMP
ELEVATOR
TRIM WHEEL
481
HE-111 H-2
PILOT
SECONDARY ILLUMINATION
SETTER
482
HE-111 H-2
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
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
HE-111 H-2
PILOT
HATCH OPEN
SEAT RISES!
484
BOMBARDIER
BOMBSIGHT
485
HE-111 H-2
BOMBARDIER
LOWER NOSE GUN
486
HE-111 H-2
BOMBARDIER
UPPER NOSE GUN
487
HE-111 H-2
DORSAL GUNNER
488
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
HE-111 H-2
VENTRAL GUNNER
490
HE-111 H-2
WAIST GUNNER
STARBOARD GUN
491
HE-111 H-2
WAIST GUNNER
PORTSIDE GUN
492
493
CRITICAL COMPONENTS
FUEL TANKS
CONTROL
CABLES
OIL
RADIATOR
WING SPARS
WATER
RADIATOR
494
495
496
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
L_SHIFT+3 (CUSTOM)
ESSENTIAL
497
MAPPED TO
PART 4: CONTROLS
lean to gunsight
throttle
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
Throttle axis
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
Jettison canopy
ESSENTIAL
ESSENTIAL
ESSENTIAL
open radiator
Up Arrow keyboard
ESSENTIAL
close radiator
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
bail out
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
L_ALT+F2
ESSENTIAL
View-Position #1 (pilot)
L_ALT+1
ESSENTIAL
View-position #2 (bombardier)
L_ALT+2
ESSENTIAL
L_ALT+4
ESSENTIAL
ESSENTIAL
498
PART 4: CONTROLS
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
ESSENTIAL
NUMPAD - (CUSTOM)
ESSENTIAL
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
L_CTRL + A (CUSTOM)
ESSENTIAL
L_CTRL + S (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
Bombsight altitude + / -
CLICKABLE IN COCKPIT
Bombsight velocity + / -
CLICKABLE IN COCKPIT
ESSENTIAL
L_CTRL+Q (CUSTOM)
ESSENTIAL
Q (CUSTOM)
ESSENTIAL
499
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.
500
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.
501
502
FUSE DELAY
FUSE DELAY
FOR DIVE BOMBING: 8 SEC
FUSE DELAY
FOR LOW ALTITUDE/SKIP BOMBING:
14 SEC
503
504
PART 6: TAKEOFF
NOTE: This procedure is NOT the real-life start-up procedure, it has been simplified in the sim.
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.
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.
13.
Make sure you are facing yellow panels on the runway. This means you are facing the right
direction for takeoff.
14.
Perform last takeoff checks: Canopy Closed, Water & Oil Rads fully open, Full Fine prop pitch
(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.
2.
Water and oil rads fully open (100 %) and set prop
pitch to full fine (100 %).
3.
4.
5.
6.
7.
506
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 Ju
87 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
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.
509
510
PART 8: ENGINE
MANAGEMENT
PART 8: ENGINE
MANAGEMENT
(Unit)
HE-111
H-2
HE-111
P-2
38
95
35
95
40
100
40
105
TEMPERATURES
Water Rad Min
Max
Deg C
Deg C
2
4
511
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.
512
SUPERCHARGER OPERATION
PART 8: ENGINE
MANAGEMENT
REAL-LIFE CENTRIFUGAL
SUPERCHARGER FOR THE JUMO 211
513
PART 8: ENGINE
MANAGEMENT
SUPERCHARGER OPERATION
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.
PART 8: ENGINE
MANAGEMENT
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
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
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
Supercharger Stage 1
Operation Altitude
Supercharger Stage 2
Operation Altitude
516
PART 8: ENGINE
MANAGEMENT
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!
EXAMPLE
SITUATION: Inner tanks show 100 L remaining almost empty!
ACTIONS:
1.
2.
3.
4.
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
518
519
PART 9: AIRCRAFT
PERFORMANCE
520
PART 9: AIRCRAFT
PERFORMANCE
COURSE SETTER
COURSE SETTER
COURSE SETTER
COURSE SETTER
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.
522
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!
1
1
3
Course setter and current heading aligned on
magnetic compass as well!
523
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.
524
526
527
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.
528
Target
Home Base
Left-Click on the
protractor icon.
530
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 line531
from Calais to
Hawkinge. In our case, we get a distance of approx. 58 km.
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.
Hawkinges altitude in the table is 158 m (518 ft).
532
533
DISTANCE: 58.1 km
534
536
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
many factors and that your bombsight height is AGL (above ground level),
and will always require you to substract target elevation to be accurate.
NOTE: the max bombsight altitude for the He-111 is 6,000 m.
HAWKINGE
ALTITUDE: 158 m AMSL
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
CALAIS MARCK
ALTITUDE: 2 m AMSL
537
538
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).
1.
2.
1.
2.
TARGET
540
5
3
1.
2.
3.
4.
5.
4
541
542
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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
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 (- 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.
543
BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
AUTOPILOT
CONTROLS
ACTION
MAGNETIC
COMPASS
COURSE SETTER
REPEATER
COMPASS
DIRECTIONAL
GYRO
AUTOPILOT
544
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
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.
OPEN BOMB BAY DOORS AND ARM YOUR BOMBS IF NOT DONE ALREADY ON THE GROUND.
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.
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
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
OTHER USEFUL COMMANDS
(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
L_CTRL+N
L_CTRL+W
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
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.
SELECT BOMB
BAY NEXT
546
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
So here is a quick reminder:
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
Find target and reach targeted altitude and airspeed
Open bomb bay doors
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 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.
547
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
549DEG
BOMBS ARE DROPPED AT APPROX 22
BOMBING TUTORIAL
PHASE 5: BOMBING RUN
CLOSE ENOUGH!
550
551
552
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.
555
556
557
(Unit)
G.50 SERIE II
TEMPERATURES
Oil Rad (OUTBOUND) Min
Max
Cylinder Head Temp Min
Max
Deg C
50
90
140
240
Deg C
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
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
RPM
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
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
559
G.50
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.
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
ALTIMETER (KM)
(BOTTOM KNOB SETS
QFE)
AIRSPEED INDICATOR
(x 10 KM/H)
ADJUST ANEMOMETER
KNOB
(ROTATES BOTH AIRSPEED INDICATORS
NOBODY REALLY KNOWS WHY)
CYLINDER
TEMPERATURE
DISPLAY SELECTOR
(SEE ENGINE
MANAGEMENT
SECTION)
VARIOMETER
(VERTICAL
VELOCITY IN M/S)
G.50
OIL TEMPERATURE
(DEG C)
561
G.50
GUNSIGHT
TOGGLE GUNSIGHT
ILLUMINATION
562
G.50
AMMO COUNTER
MAGNETIC
COMPASS
AMMO COUNTER
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)
563
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
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)
MANIFOLD PRESSURE
ADJUST ANEMOMETER KNOB
(MM HG X 10)
564
G.50
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
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)
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 ( )
( ) ( )
0.5 ( )
566
568
569
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
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
571
MAPPED TO
PART 4: CONTROLS
lean to gunsight
ESSENTIAL / NON-ESSENTIAL
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
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
F10
ESSENTIAL
572
PART 4: CONTROLS
Unlike the German aircraft, the G.50 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).
BRAKE LEVER
PNEUMATIC LINES
PNEUMATIC AIR
CONTAINER PRESSURE
RUDDER INPUT (KG/CM2)
PNEUMATIC PRESSURE
FOR BRAKE IS UP = BRAKING
WHEEL
BRAKE
BRAKE LEVER
COMPRESSED AIR
TANK
573
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.
3.
4.
5.
6.
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.
2.
3.
4.
5.
6.
7.
576
PART 8: ENGINE
MANAGEMENT
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:
BR.20M
TEMPERATURES
Oil Rad
Min
Deg C
Max
Cylinder Head Temp
Min Deg C
Max
50
90
140
240
578
PART 8: ENGINE
MANAGEMENT
engine.
579
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
SPECIFICATIONS
ENGINE
175
WEIGHTS
600
SPEED LIMITS
210
175
160
Stall Speed
150 km/h
720 km/h
582
PART 9: AIRCRAFT
PERFORMANCE
583
584
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
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
Oil Rad (OUTBOUND) Min
Max
Cylinder Head Temp Min
Max
Deg C
50
90
140
240
Deg C
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
Normal Operation/Cruise
RPM
Normal Operation/Cruise
Manifold Pressure
Combat RPM
RPM
UK: PSI
GER: ATA
ITA: mm HG
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
DORSAL GUNNER
12.7 mm MG
OBSERVER / RADIO
OPERATOR
VENTRAL GUNNER
7.7 mm MG
CREW MEMBERS
593
PILOT
594
BR.20M
PILOT
ARTIFICIAL HORIZON
VARIOMETER
(VERTICAL VELOCITY)
M/S
AIRSPEED INDICATOR
(KM/H x 10)
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
BR.20M
RPM x 100
PILOT
MANIFOLD PRESSURE
(MM HG X 10)
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
BR.20M
PILOT
597
BR.20M
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
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
BR.20M
PILOT
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
BR.20M
PILOT
601
PILOT
BRAKE LEVER
602
BR.20M
PILOT
HYDRAULIC PRESSURE
(KG/CM2)
603
BR.20M
PILOT
604
BR.20M
FLAPS INDICATOR
UP = RETRACTED
DOWN = DEPLOYED
CO-PILOT (AI)
605
BR.20M
IMPELLER
THE IMPELLER IS A
SLIPSTREAM-DRIVEN
GENERATOR FOR EMERGENCY
ELECTRICAL POWER.
606
BR.20M
BOMBARDIER
NOSE GUN
607
BR.20M
BOMBARDIER
AIRSPEED INDICATOR
(KM/H X 10)
ALTIMETER (KM)
DIRECTIONAL GYRO
608
BOMBARDIER
BOMB JETTISON
609
BR.20M
BOMBARDIER
610
BOMBARDIER
BOMBSIGHT
611
OBSERVER
RADIO OPERATOR
612
TURRET IN
CRUISE POSITION
TURRET IN
CRUISE POSITION
TURRET IN
FIRING POSITION
TURRET IN
FIRING POSITION
613
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
BR.20M
DORSAL
GUNNER
615
BR.20M
VENTRAL
GUNNER
616
617
CRITICAL COMPONENTS
CONTROL
CABLES
FUEL TANKS
WING SPARS
618
619
BR.20M
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Wheel Chocks
ESSENTIAL
CLICKABLE IN COCKPIT
CLICKABLE IN COCKPIT
L_ALT+1, L_ALT+2
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
NUMPAD + (CUSTOM)
CLICKABLE IN COCKPIT
NUMPAD - (CUSTOM)
CLICKABLE IN COCKPIT
NUMPAD / (CUSTOM)
ESSENTIAL
NUMPAD * (CUSTOM)
ESSENTIAL
I by default
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
CLICKABLE IN COCKPIT
620
BR.20M
DESCRIPTION
MAPPED TO
PART 4: CONTROLS
lean to gunsight
ESSENTIAL / NON-ESSENTIAL
ESSENTIAL
ESSENTIAL
throttle
Throttle axis
ESSENTIAL
ESSENTIAL
toggle canopy/hatch
ESSENTIAL
increase mixture
decrease mixture
Up Arrow keyboard
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
Wheel brakes
ESSENTIAL
bail out
ESSENTIAL
F10
ESSENTIAL
621
BR.20M
PART 4: CONTROLS
DESCRIPTION
MAPPED TO
ESSENTIAL / NON-ESSENTIAL
Bombsight altitude + / -
CLICKABLE IN COCKPIT
Bombsight velocity + / -
CLICKABLE IN COCKPIT
NON-ESSENTIAL
engine #1 select
L_SHIFT+1
ESSENTIAL
engine #2 select
L_SHIFT+2
ESSENTIAL
L_SHIFT+3 (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
L_SHIFT+O (CUSTOM)
ESSENTIAL
L_ALT+F2
ESSENTIAL
N (CUSTOM)
ESSENTIAL
L_CTRL+N (CUSTOM)
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
ESSENTIAL
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.
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).
PNEUMATIC PRESSURE
FOR BRAKE IS UP = BRAKING
PNEUMATIC AIR
CONTAINER PRESSURE
BRAKE LEVER
LEFT RUDDER PUSHED
(WILL TURN LEFT)
623
Mitragliatrice Breda Avio model S.A.F.A.T. (7.7 mm) FOR NOSE & VENTRAL GUNNERS
1.
2.
3.
4.
624
625
Mitragliatrice Breda Avio model S.A.F.A.T. (12.7 mm / 0.50 in) FOR DORSAL GUNNER
1.
2.
3.
4.
626
HIGH ALTITUDE:
2 x 800 kg AP bombs
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 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 gauges.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
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.
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.
2.
3.
4.
5.
6.
7.
630
PART 8: ENGINE
MANAGEMENT
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
7
1
BR.20M
3
3
TEMPERATURES
Oil Rad
Min
Deg C
Max
Cylinder Head Temp
Min Deg C
Max
50
90
140
240
633
PART 8: ENGINE
MANAGEMENT
radial engine.
634
PART 8: ENGINE
MANAGEMENT
BOOST CUT-OUT
OVERRIDE
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
4-5
2 x FIAT A.80 R.C.41, 735kW
WEIGHTS
SPEED LIMITS
Stall Speed
150 km/h
410 km/h
636
637
PART 9: AIRCRAFT
PERFORMANCE
COURSE SETTER
YOUR MAGNETIC HEADING
COURSE SETTER
DIRECTIONAL GYRO
638
DIRECTIONAL GYRO
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 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
YOUR HEADING
640
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.
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
The directional gyro indicator itself does not indicate your heading. You need to set it manually in order to
translate what the magnetic compass compass is 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 2,700 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 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.
642
644
645
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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Target
Home Base
Left-Click on the
protractor icon.
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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 line649
from Calais to
Hawkinge. In our case, we get a distance of approx. 58 km.
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.
Hawkinges altitude in the table is 158 m (518 ft).
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DISTANCE: 58.1 km
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BOMBSIGHT HEIGHT
2,542 m AGL
The bombsight height, in our case will be our altimeter altitude (2,700 m)
minus the target elevation (150 m). The bombsight height will have to be set
at more or less 2,700 m. 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.
NOTE: the max bombsight altitude for the BR.20M is 2,700 m.
HAWKINGE
ALTITUDE: 158 m AMSL
ENGLISH CHANNEL
ALTITUDE: 0 m AMSL
CALAIS MARCK
ALTITUDE: 2 m AMSL
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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).
1.
2.
1.
2.
TARGET
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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.
1.
2.
3.
4.
5.
6.
3
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BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
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
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 (- 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 2,700 m, make sure you are 500-800 m higher before you
engage Mode 22.
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BOMBING TUTORIAL
PHASE 4: FLYING TO TARGET
MAGNETIC
COMPASS
ACTION
COURSE SETTER
SET
DIRECTIONAL
GYRO
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BOMBING TUTORIAL
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.
OPEN BOMB BAY DOORS AND ARM YOUR BOMBS IF NOT DONE ALREADY ON THE GROUND.
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.
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).
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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
L_CTRL+N
L_CTRL+W
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
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.
SELECT BOMB
BAY NEXT
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BOMBING TUTORIAL
PHASE 5: BOMBING RUN
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 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
Find target and reach targeted altitude and airspeed
Open bomb bay doors
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 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).
10. Close bomb bay doors.
11. Go home for cookies and spaghetti.
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BOMBING TUTORIAL
PHASE 5: BOMBING RUN
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BOMBING TUTORIAL
PHASE 5: BOMBING RUN
BOMBS WILL FALL
AT THIS POINT.
HAWKINGE
KABOOM!
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