HEINKEL HE-111 H-2

GUIDE BY 1CHUCK (Unit) SPITFIRE HURRICANE BLENHEIM TIGER MOTH BF.109 BF.110 JU-87B-2 JU-88 HE-111 G.50 BR.20M Mk Ia 100 oct Mk IA Rotol 100oct Mk IV DH.82 E-4 C-7 STUKA A-1 H-2 SERIE II TEMPERATURES Water Rad Min Deg C 60 60 - - 40 60 38 40 38 - - Max 115 115 100 90 95 90 95 Oil Rad (OUTBOUND) Min Deg C 40 40 40 - 40 40 30 40 35 50 50 Max 95 95 85 105 85 95 80 95 90 90 Cylinder Head Temp Min Deg C - - 100 ------140 140 Max 235 240 240 ENGINE SETTINGS Takeoff RPM RPM 3000 3000 2600 FINE 2350 2400 2400 2300 2400 2400 2520 2200 Takeoff Manifold Pressure UK: PSI +6 +6 +9 BCO ON See 1.3 1.3 1.35 1.35 1.35 890 820 BCO ON GER: ATA ITA: mm HG RPM Gauge • BLABLALBLABClimb RPM RPM 2700 2700 2400 COARSE 2100 2300 2300 2300 2300 2300 2400 2100 30 min MAX 30 min MAX 30 min MAX 30 min MAX 30 min MAX 30 min MAX 30 min MAX Climb Manifold Pressure UK: PSI +6 +6 +5 See 1.23 1.2 1.15 1.15 1.15 700 740 GER: ATA ITA: mm HG RPM Gauge Normal Operation/Cruise RPM 2700 2600 2400 COARSE 2000 2200 2200 2200 2100 2200 2100 2100 RPM Normal Operation/Cruise UK: PSI +3 +4 +3.5 See 1.15 1.15 1.1 1.1 1.10 590 670 GER: ATA Manifold Pressure ITA: mm HG RPM Gauge Combat RPM RPM 2800 2800 2400 COARSE 2100 2400 2400 2300 2300 2300 2400 2100 Combat Manifold Pressure UK: PSI +6 +6 +5 See 1.3 1.3 1.15 1.15 1.15 700 740 GER: ATA ITA: mm HG RPM Gauge 5 min MAX 5 min MAX Emergency Power/ Boost RPM 2850 2850 2600 COARSE 2350 2500 2400 2300 2400 2400 2520 2200 RPM @ km 5 min MAX 5 min MAX 5 min MAX 1 min MAX 5 min MAX 1 min MAX 1 min MAX 1 min MAX 3 min MAX 5 min MAX

Emergency Power / Boost Manifold UK: PSI +12 BCO ON +12 BCO ON +9 BCO ON See 1.40 1.3 1.35 1.35 1.35 890 820 BCO ON GER: ATA Pressure @ Sea Level ITA: mm HG RPM Gauge 1 min MAX 5 min MAX 1 min max 1 min max 1 min max 3 min max 5 min MAX Stage 1 UK: ft ------0 0 0 - - Operation Altitude GER: M 1500 1220 1220 Supercharger Stage 2 UK: ft ------1500+ 1220+ 1220+ - - GER: M (AUTO/MAN MODES) Operation Altitude ITA: M Landing Approach RPM RPM 3000 3000 2400 As required 2300 2300 2000 2100 2300 2400 2200 Landing Approach Manifold UK: PSI As required As required As required See As required As required As required As required As required As required As required GER: ATA Pressure ITA: mm HG RPM Gauge Notes Use “Rich” mixture for normal Boost Cut-Out Min Oil Press: No Abrupt Eng. very Eng. very Boost Cut-Out operation. Use “Lean” mixture for fuel Override (BCO) 35 psi Throttling sensitive to sensitive to Override (BCO) conservation for RPM under 2600 & during takeoff Max Oil Press: ata/rpm during takeoff boost @ +1 or lower. often required 45 psi ata/rpm often required

PERFORMANCE SHEET PERFORMANCE AIRSPEEDS Takeoff – Rotation 120 120 110 55 180 190 170 185 150 170 175 Max Dive Speed UK: mph 420 390 260 160 750 620 720 675 600 410 600 Optimal Climb Speed 165 175 135 66 240 270 215 250 240 240 210 Landing – Approach GER/ITA: 160 160 140 55 200 220 170 200 200 175 2 175 km/h Landing – Touchdown 90 90 85 50 160 180 150 180 140 160 160 TABLE OF CONTENT – HE-111

• PART 1: AIRCRAFT HISTORY • PART 2: AIRCRAFT VARIANTS • PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION • PART 4: THE CONTROLS • PART 5: WEAPONS AND ARMAMENT • PART 6: TAKEOFF • PART 7: LANDING • PART 8: ENGINE MANAGEMENT • PART 9: AIRCRAFT PERFORMANCE • PART 10: COMPASS NAVIGATION TUTORIAL

• PART 11: BOMBING TUTORIAL 3 PART 1: AIRCRAFT HISTORY had purpose "wolf Günter The been in at was sheep's prohibited Heinkel to He provide clothing" Flugzeugwerke - 111 by the the was 1919 because nascent a Treaty German in the it masqueraded of early Versailles aircraft 1930 with a s . from fast designed It as has medium having a sometimes cargo by an plane air Siegfried been force … though . since described and its Walter actual as a 4 PART 1: AIRCRAFT HISTORY exposed armament, It primary versions, distinctive, Perhaps fared Luftwaffe well . the the relatively extensively until Heinkel best bomber the - recognised low 111 glazed speed, during was of Britain, the German and the "greenhouse" early poor most when stages bomber manoeuvrability numerous its weak of nose World due defensive and of to War were later the the II . African Mediterranean, transport the Britain, a the a the heavy Nevertheless, strategic variety war Atlantic, European damage Fronts a progressed, aircraft of bomber and . it proved and Middle roles theatre bomber on a medium the remaining the during capable on . Eastern, He during Western, It - 111 every was bomber the of airborne was the and sustaining Battle used front Eastern, Battle used and North 5 . As as of of in in a In February 1937, the German began In the late 1930s, these early models of the He 111 (the B, D, and E) were flying in , in support of Franco's Nationalists in considered very fast for the time. Only carrying three machines, they could the Civil War. The B-2, equipped with 950hp DB make a respectable speed. But, in the , the Hurricanes and 600CG engines, met considerable success in this Spitfires cut them down, leaving the Luftwaffe with no recourse but to arm conflict, infamously with the indiscriminate bombing of the with more defensive firepower: additional machine guns in the Guernica in July. As a result, the Luftwaffe drew nose and tail, and a 20mm cannon in the ventral gondola, necessarily with exaggerated conclusions from this experience, more crew to serve the guns. And all this slowed the considerably. thinking that masses of medium bombers like the He In short, by 1942, the He 111 was an outmoded design, no longer capable 111 would be irresistible. In fact, even the vastly of supporting powerful enough engines. And by this time, it was too late to more lethal four-engine heavy bombers of the U.S.

PART 1: AIRCRAFT HISTORY AIRCRAFT 1: PART begin development of a replacement, and the Reich continued to crank them Eighth were not sufficient, by themselves, to out, about 7,000 overall, by late 1944 when almost all bomber 6production bring an industrial country to its knees. ceased, in favor of desperately needed fighters. PART 1: AIRCRAFT HISTORY He Jumo considerations size Jumo Heinkel delivery variant during widely The - 111 H and 211 was . H World variant Owing switched and produced . weight powerplants fitted availability in to War of a to were the to the twin the 820 II and uncertainty , He - regarded than whose engine of P kW 111 model the saw any ( 1 somewhat design series , DB 100 surrounding as it other more 601 became hp unimportant . was When ) engines, Heinkel greater action more the the the exactly at To with production German RM 5 "Ernst suggested line , 000 Oranienburg meet . share 756 The , 000 Heinkel one bombers demand . state Ministry that Reichsmarks suffered The year . GmbH" Ernst . factory later On Heinkel lost“ for of extreme Heinkel 4 numbers, Aviation the . was itself May (RM) first wrote established was losses lend . 1936 He Luftwaffe Heinkel Heinkel built his 111 in , during construction name by, his rolled with was constructed and administration the memoirs to a off given belonged Battle the share the began, factory a production : 7 of capital a 150 “" Britain, factory to, 1940 office .

,

The 000 and the of s PART 1: AIRCRAFT HISTORY continue but part Although the of the delays using constantly war . the It and was He upgraded, - eventual 111 intended until the the cancellation to end Heinkel be replaced of the He of war - 111 by the . became the project Luftwaffe's obsolete forced Bomber the during Luftwaffe B the 8 project, latter to (Unit) HE-111 HE-111 H-2 P-2 TEMPERATURES Water Rad Min Deg C 38 40 Max 95 100 Oil Rad (OUTBOUND) Min Deg C 35 40 Max 95 105 ENGINE SETTINGS Engine & Fuel grade Jumo 211 A-1 DB601 A-1 B-4 - 87 octane fuel B-4 - 87 octane fuel Takeoff RPM RPM 2400 2400 Takeoff Manifold Pressure UK: PSI 1.35 1.3 GER: ATA ITA: mm HG Climb RPM RPM 2300 2300 30 min MAX 30 min MAX Climb Manifold Pressure UK: PSI 1.15 1.23 GER: ATA Normal Operation/Cruise RPM 2200 2200 RPM Normal Operation/Cruise UK: PSI 1.10 1.15 GER: ATA Manifold Pressure ITA: mm HG Combat RPM RPM 2300 2400 5 min MAX Combat Manifold Pressure UK: PSI 1.15 1.3 GER: ATA ITA: mm HG 5 min MAX Emergency Power/ Boost RPM 2400 2400 RPM @ km 1 min MAX 1 min MAX Emergency Power / Boost Manifold UK: PSI 1.35 1.4 GER: ATA Pressure @ Sea Level ITA: mm HG 1 min MAX 1 min MAX Supercharger Stage 1 UK: ft 0 N/A Operation Altitude GER: M 1220 Supercharger Stage 2 UK: ft 1220+ GER: M N/A Operation Altitude ITA: M Landing Approach RPM RPM 2300 2300 Landing Approach Manifold UK: PSI As required As required GER: ATA Pressure ITA: mm HG

PART 2: AIRCRAFT VARIANTS AIRCRAFT 2: PART Notes & Peculiarities Eng. very sensitive to ata/rpm Eng. very sensitive to ata/rpm 9 One less gun in nose turret PART 2: AIRCRAFT VARIANTS 10 PART 2: AIRCRAFT VARIANTS DifferencesH with P The HE HE - - 111H 111P - 2 version,2 unlike mightits suggest, name fact isin earlierversionan H of the - - 2 2 - 2 are:2 Different differentnose, in less guns engine, supercharger. - 2. 11 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION CREW CREW MEMBERS VENTRAL GUNNER GUNNER WAIST DORSAL GUNNER / BOMBARDIERNOSE GUNNER / PILOT 12 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION HE PILOT - 111 H - 2 13 HE-111 H-2 PILOT

MAGNETIC COMPASS

CLOCK FAMILIARIZATION

14 PART 3: AIRCRAFT & COCKPIT & COCKPIT AIRCRAFT 3: PART PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION PRESSURE(THROTTLE) SIMILAR FUNCTION TO BOOST OR MANIFOLD SUPERCHARGER PRESSUREGAUGE (ATA) RPM (U/min) RPM TEMPERATURE(DEG C) OILRADIATOR TEMPERATURE(DEG C) WATERRADIATOR (KG/CM2) RIGHT: OILPRESSURE (KG/CM2) LEFT:FUEL PRESSURE HE PILOT 15 - 111 H - 2 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION ARTIFICIAL HORIZON HE PILOT - 111 H - 2 AUTOPILOTCOURSE INDICATOR TURN& BANK BEACON SIGNAL INTENSITY SCALE: NAVIGATIONVERTICAL SYSTEMINDICATOR LORENZ LANDING BLIND BEACON SIGNAL DIRECTION. HORIZONTAL SCALE: NAVIGATION (M/S) (VERTICAL VELOCITY) VARIOMETER LIT = AUTOPILOTLIT = ENGAGED AUTOPILOTLIGHT BOTTOM KNOB: SETS QFE (KM) (BOTTOM BAND) AUTOPILOTDIRECTION REPEATERCOMPASS (UPPER BAND) (UPPER DIRECTIONAL GYRO SLIP INDICATORSLIP 16 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION (DEG) INDICATOR FLAPS (MAX: 12 (MAX: PROP PITCH :00) GREEN: GREEN: GEARDOWN RED: GEAR UP INDICATOR GEAR LANDING 17 HE PILOT - 111 H - 2 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION HE PILOT - 111 H - 2 (ON/OFF) ILLUMINATIONCOCKPIT TOGGLEPRIMARY PITOTHEAT 18 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION HE PILOT - 111 H - 2 “NEUTRAL”POSITION. CORRECT INSTEAD POSITION OF THE “UP” FLAPSIN THE DOWN YOURYOU PUMPSIF HYDRAULIC YOUR KEEP OBVIOUSLY,POSITION. DESIRED YOUSIMPLY WILL WEAR “NEUTRAL” THE IN THE FLAPSARE THE ONCE POSITION IN LEVER THE DOWNAND OR RETURN POSITION, UP WOULDOPERATE FLAPSBY THE IN LEVERTHE HOLDING UP,SETTINGS: DOWN. REALYOU IN AND LIFE, NEUTRAL NOTE: POWER.YOU FLAPSUSEHYDRAULIC HAVE THREE REISE: UP 0: NEUTRAL DOWNLANDEN: LEVER FLAPS 19 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION CONTROL AILERONTRIM HE PILOT - MANAGEMENT SECTION)MANAGEMENT ENGINE CONTROLS(SEE SUPERCHARGER 111 H - 2 FWD: OPEN FWD: AFT: CLOSED 2 & # 1 # COCKSFUEL LANDING GEARLEVER LANDING AUTOPILOTCONTROLS FWD/AUSOPEN = AFT/EIN=CLOSED CONTROLS RADIATOROIL MAGNETOS SETTER ILLUMINATION PRIMARY CONTROL PROP PITCH THROTTLE 20 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION MANAGEMENT SECTIONMANAGEMENT SEE ENGINE FROM FUEL TRANSFER SELECTS TOWHERE (LONG)3COCK# FUEL HE PILOT - 111 H - 2 MANAGEMENTSECTION SEE ENGINE TO FUEL TRANSFER SELECTS TOWHERE (SHORT)4 # COCKFUEL TRIM WHEEL TRIM CONTROLS WATER RADIATOR DEPLOYED. COMPLETELY RETRACTED AND COMPLETELYNOT GREEN, MEANS WHICH LANDING THE THAT IS NOT GEAR INDICATOR LIGHT WILL BE NEITHER RED NOR YOU COMPLETELY. WILL NOTICE LANDING THE THAT USEWHEN FAILS RETRACT TO HAND PUMP CONTROL TRIM 21 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION AUSSER: TANKOUTER INNER: INNER TANK TANKS FORLEFT WING CONTENTSFUEL SELECTOR HE PILOT - 111 H - 2 OR LESS)OR REACHES FUEL (LITWHEN L 150 LOWWARNINGFUEL LIGHT AUSSER: TANKOUTER INNER: INNER TANK TANKSFORWING RIGHT CONTENTSFUEL SELECTOR SETTER SECONDARYILLUMINATION (DEGC) TEMPERATURE AIR AMBIENT 22 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION • • • • HOWTO GAUGE:FUEL READ A HE READ THE LOWER SCALE OF THE FUEL GAUGE IF THE OUTER TANKREADTHE OUTER GAUGEIFTHE LOWER THE FUEL OF SCALE SELECTEDTO FROM0L) (GOES IS100 X 10 THE INNER GAUGETHE IFTANK FUEL OF SCALE READTHE UPPER SELECTEDTO FROM0 (GOES L) IS 100 x 6 FORTHE LEFTTANKSGAUGEREADS“LINKER” FUEL TANKS.“RECHTER” FORTHE RIGHT OR CONTENTFUEL SELECTORSET TO “INNER” FOR INNER TANKS“AUSSER” OR TANKS.FOROUTER PILOT - 111 H - 2 TANK SELECTED LEFT INNER OUTER (RESERVE) LEFT TANK:(RESERVE) OUTER LEFT L 990 TANK: INNER RIGHT (MAIN) L 675 TANK: INNER LEFT (MAIN) L 675 TOTALCAPACITY:FUEL L 3400 OUTER (RESERVE) RIGHT TANK:(RESERVE) OUTER RIGHT L 990 READING: 600 L READING:600 SCALE READUPPER INNER SELECTED: READING: 990 L READING:990 READLOWER SCALE SELECTED: OUTER TANK SELECTED OUTER RIGHT 23 HE-111 H-2 A sweet feature of the He-111 is the sliding hatch. PILOT If you press your “hatch toggle” key and hit the “Raise Seat” (custom key needs to be mapped for that one in CONTROLS OPTIONS –> VIEW -> RAISE SEAT You will be able to look above the . It`s useful if you are having visibility issues during HATCH OPEN critical phases of flight.

The pilot's seat could actually be elevated, with the pilot's eyes above the level of the upper glazing, complete with a small pivoted windscreen panel, to get the pilot's head above the level of the top of the "glass tunnel" for a better forward view during takeoffs and landings.

SEAT RISES! FAMILIARIZATION

24 PART 3: AIRCRAFT & COCKPIT & COCKPIT AIRCRAFT 3: PART PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION BOMBARDIER HE - 111 H - 2 25 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION LOWERNOSE GUN BOMBARDIER HE - 111 H - 2 ------NOSE GUNNER CONTROLS TAKE CONTROL CONTROL TAKE OF GUN (TOGGLE INDEPENDENT MODE): GIVEGUNNER CONTROL AI: TO MANNEDCHANGE POSITION: SWITCH GUNNER/BOMBARDIER POSITION: FIRE WEAPON: LEAN TO GUNSIGHT: LEFT LEFT MOUSEBUTTON CUSTOM KEY L_SHIFT_C L_ALT+F2 C 26 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION UPPER NOSE GUN UPPER BOMBARDIER HE - 111 H - 2 ------NOSE GUNNER CONTROLS TAKE CONTROL CONTROL TAKE OF GUN (TOGGLE INDEPENDENT MODE): GIVEGUNNER CONTROL AI: TO MANNEDCHANGE POSITION: SWITCH GUNNER/BOMBARDIER POSITION: FIRE WEAPON: LEAN TO GUNSIGHT: LEFT LEFT MOUSEBUTTON CUSTOM KEY L_SHIFT_C L_ALT+F2 C 27 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION DORSAL GUNNER HE - 111 H - 2 ------DORSALGUNNER CONTROLS TAKE CONTROL CONTROL TAKE OF GUN (TOGGLE INDEPENDENT MODE): GIVEGUNNER CONTROL AI: TO MANNEDCHANGE POSITION: SWITCH GUNNER/BOMBARDIER POSITION: FIRE WEAPON: LEAN TO GUNSIGHT: FIRING POSITION: CRUISE POSITION: LEFT LEFT MOUSEBUTTON CUSTOM KEY CUSTOM O CUSTOM KEY L_SHIFT_C L_ALT+F2 C 28 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION “CRUISE” POSITION “FIRING” “FIRING” POSITION TURRET IN TURRET IN • • • once need can Any your “FIRING” turret In aircraft Your your the of seat, to game Your this the your AI be turret dorsal , they it turret . to chat gun mode, takes This is manned cold gunner double . position, possible . clicked or info In gunner you mode has start, control other the other window - should position click by 2 on gunner is that you can positions on air other words, the primarily of on the crew start call use the enabled it “flag” the and cannot . players other out To your the AI : in position available switched . CRUISE gunner give used “CRUISE/PARKED” fighters “L_ALT+F . gunner fire hand, However, in back to multiplayer (like his will and generate if slot back allows will 2 gun the you ” the not . FIRING if in not nor AI to have you bombardier) take 29 multiplayer you . fire control your less They move position switcher . your control During to unless drag

pilot

just use his in of

- .

. PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION ------GUNNER CONTROLSVENTRAL TAKE CONTROL CONTROL TAKE OF GUN (TOGGLE INDEPENDENT MODE): GIVEGUNNER CONTROL AI: TO MANNEDCHANGE POSITION: SWITCH GUNNER/BOMBARDIER POSITION: FIRE WEAPON: LEAN TO GUNSIGHT: VENTRAL GUNNER VENTRAL HE - 111 H LEFT LEFT MOUSEBUTTON - 2 CUSTOM KEY L_SHIFT_C L_ALT+F2 C F10 30 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION STARBOARD GUN WAIST GUNNER HE - 111 H - 2 ------WAIST GUNNER CONTROLS TAKE CONTROL CONTROL TAKE OF GUN (TOGGLE INDEPENDENT MODE): GIVEGUNNER CONTROL AI: TO MANNEDCHANGE POSITION: SWITCH GUNNER/BOMBARDIER POSITION: FIRE WEAPON: LEAN TO GUNSIGHT: LEFT LEFT MOUSEBUTTON CUSTOM KEY L_SHIFT_C L_ALT+F2 C 31 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION WAIST GUNNER PORTSIDE GUN HE - 111 H - 2 ------WAIST GUNNER CONTROLS TAKE CONTROL CONTROL TAKE OF GUN (TOGGLE INDEPENDENT MODE): GIVEGUNNER CONTROL AI: TO MANNEDCHANGE POSITION: SWITCH GUNNER/BOMBARDIER POSITION: FIRE WEAPON: LEAN TO GUNSIGHT: LEFT LEFT MOUSEBUTTON CUSTOM KEY L_SHIFT_C L_ALT+F2 C 32 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION BAD BAD MORE DRAG, = SPEEDLESS AIRFLOW GOOD MORE ENGINE = THE COOL TO WATER RAD OPEN HIGH HIGH RISK OF ENGINE OVERHEAT BAD AIRFLOW LESS= ENGINE, THE COOL TO GOOD DRAG, LESS= SPEED MORE WATER RAD CLOSED 33 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION CRITICAL COMPONENTS CABLES CONTROL FUEL TANKS WING SPARSWING RADIATOR WATER RADIATOR OIL 34 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION A TAILNUMBER HOWTO RECOGNIZE 35 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION 36 PART 4: CONTROLS directional controls(, elevators, rudder)and selectedtoggle engine (ignition) ToggleFuel Cock #3 ToggleFuel Cock #1 Dropordnance(bombs) cockpit secondary illumination toggle cockpit primary illuminationtoggle ChocksWheel DESCRIPTION all all select engines #2select engine #1select engine View of Field (allows View+ Field of you to zoom out) Trim controls(elevator/rudder) – (allowsyouto zoomin) #4 #2 JUNKERS HE - 111 L_SHIFT+3 L_SHIFT+2 L_SHIFT+1 Joystickhat switch axes JoystickPedal& Rudder bydefault“I” B MAPPEDTO (ALL VARIANTS)(ALL (CUSTOM) ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL COCKPITIN CLICKABLE COCKPITIN CLICKABLE ESSENTIAL CLICKABLE CLICKABLE ESSENTIAL ESSENTIAL / NON IN COCKPITIN COCKPITIN - ESSENTIAL 37 PART 4: CONTROLS decreasepropeller pitch increase propellerpitch close radiator openradiator close oil radiator Open oil radiator Jettisoncanopy toggle canopy/hatch throttle leanto DESCRIPTION NextMannedPosition (Cycles throughair crew) View View View ViewExternal(Give TurretGunnerControl to AI) cursor) Toggle IndependentMode (allows you to use/hidemouse out bail Left / Right Toggle undercarriagegear)(landing - - - position #6position (ventralgunner) #2position (bombardier) Position #1(pilot) gunsight Wheelbrake JUNKERS HE - 111 MAPPEDTO C L_ALT+4 L_ALT+2 L_ALT+1 L_ALT+F2 F10 Mapin AXES if pedals throttle. settoUsually Down Arrow keyboard Up Arrow keyboard Left Arrow keyboard RightArrow keyboard Throttleaxis (ALLVARIANTS) Setto keyboard otherwise. Axis for Axis second ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL / NON - ESSENTIAL 38 PART 4: CONTROLS Increase/decreasebomb distributor salvo quantity bomb mode selector Autopilotright (aircraft turnsright while in ) Autopilotleft (aircraftturnsleft while in autopilot) directionalgyro directionalgyro course setter course setter Course autopilot Course autopilot DESCRIPTION SelectedSupercharger SelectedSupercharger Toggle bombsightautomation Bombsightvelocity + / Bombsight+ / altitude Increase/decreasesight distance Increase/decreasebomb distributor delay toggle bombs armed – – decrease increase – – – – decrease increase NextMode PreviousMode – - - – – next/ previous (salvo/series/single) Next Step PreviousStep JUNKERS HE - 111 A MAPPEDTO Q (CUSTOM) L_CTRL+Q (CUSTOM) SEE BOMBER NUMPAD SEE BOMBER NUMPAD SEE BOMBER NUMPAD SEE BOMBER NUMPAD SEE BOMBER NUMPAD SEE BOMBER NUMPAD SEE BOMBER NUMPAD SEE BOMBER NUMPAD L_CTRL + S (CUSTOM) L_CTRL + A (CUSTOM) NUMPAD * (CUSTOM) NUMPAD / (CUSTOM) NUMPAD NUMPAD + (CUSTOM) S (ALL VARIANTS)(ALL - (CUSTOM) ESSENTIAL ESSENTIAL ESSENTIAL CLICKABLE CLICKABLE ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL / NON IN COCKPIT IN COCKPIT - ESSENTIAL 39 • 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. PART 4: CONTROLS 4: PART

40 PART 5: WEAPONS AND ARMAMENT 3. 2. 1. Recommended 7 7 needed in 7 . . . 92 92 92 - game × × × 57 57 57 elsewhere , , , is S P S . . . m in m m . . . K fact K K . . . H - L’spur . Phosphor a - for duplicate Spitzgeschoss Gunner ( the gelb german ) mit OR of Stahlkern 7 the . Machine 92 mit war S × . 57 Kern, m effort . , - K S Standard . . , m because Hart . . K . L’spur - - Improved Gun AP the (Weiss) with S Belt . m an AP . K - . incendiary H Standard round . Loadouts was with never AP composition tungsten with used yellow – on Rheinmetall core a . fighter A ( gelb . great Highly ) aircraft or round, white recommended . Tungsten can (Weiss) - still Borsig pierce tracers is if a you precious armor MG . want Good and a and 15 for straight set expensive aiming ( 7 fires . 92 AP . . However, mm) metal that the 41 was S . m much . K . H . PART 5: WEAPONS AND ARMAMENT 42 PART 5: WEAPONS AND ARMAMENT • • Recommended high altitude only.highaltitude bombing)SC than250 Semi choice (canbe usedfor divehighaltitude, bombing or skip power than32 xSC 50bombs andhasmore flexibilityinfuse Why?Simply because GP SC 250 bombshas more explosive 8 x GPSC 250 bombsmore isthe popular Bomb - AP bombs, whichare suitedfor Loadout loadout . lost the lostthe Battle Britain! of weeks???8 No wonder Jerry ☺ 14 SEC 14 FORLOW ALTITUDE/SKIP BOMBING: FUSE DELAY FOR HIGH ALTITUDE:FORHIGH SEC0 FUSE DELAY FOR DIVE SEC8 BOMBING: FUSE DELAY 43 PART 5: WEAPONS AND ARMAMENT 44 PART 6: TAKEOFF 17. 16. 15. 14. 13. 12. 11. 10. 9. 8. 7. 6. 5. 4. 3. 2. 1. NOTE : This km/h is Raise Rotation should brake Gradually ( Perform direction Make Taxi 40 Wait Select Select Engine Make Switch Crack Prop Oil Select (INNER engine Drag 100 operating procedure deg rad to % pitch fuel . for landing throttle sure input sure both Engine Engine ), the Magnetos and lift C ignition! = fuel . good oil last is for cocks main throttle off full runway your at water engines you temperature is to tanks takeoff at takeoff 150 by gear # # NOT about oil fine inner 2 1 keep # 2300 propeller (press are itself 1 & ( ( to rad km/h . L_Shift L_Shift the and and (RPM up are water . ( M an facing L_Shift fuel checks the . fully real RPM naturally 1 “I” Compensate # flaps . filled +M inch Be @ 2 - to + + aircraft tanks) is rad life by open all 2 2 1 while very yellow 100 clear : reach + ) ) and default) start . Canopy by temperatures the and 3 . ) . % . ( careful 100 throttle - selecting (“Clear straight up ) way you repeat at . panels for procedure, least % Closed, forward are ) as engine prop!”) back . steps your 40 beginning on Slightly inner . deg Water the it to with 3 tyres torque has to approx tanks C runway push 8 been your and . & will your and Oil with . simplified water the left burst 1 . . climb 15 Rads This wind mouse the ATA at rad . means fully around in using Your Fuel . forward temperature Lower the button open, Contents sim best rudder you 200 prop . . to climb Make are Full km/h lift pitch pedals to facing Fine Gauge the sure rate . reach until tail, prop and that is the Selector at engine at which small pitch least right your 240 45 PART 7: LANDING 7. 6. 5. 4. 3. 2. 1. aircraft to over nose intoprop a strike. careful not to overheatyour brakes or force your Tap your brakes until you come to afull stop. Be Yoke fully back. Touchdown at 140 km/h in a 3 the end of the runway. Cut throttle try to and keep your nose pointed to Deploy flaps (fully down) and landing gear. pitch to full fine(100 %). Water andoil m (1500 Startyour approach at 200 km/h @ approx. 800 ft AGL). rads fully open (100 %) and setprop - point landing. 46 PART 8: ENGINE MANAGEMENT most 87 twin paralleled engine The and - engined - produced Jumo of Ju World its 88 211 , development fighters, and German War was Heinkel's II . the It aero an was . Jumo While inverted engine H the - series engine direct the of Daimler V examples the - competitor 12 was war, aircraft - primarily Benz with of to the almost engine engine, the used Heinkel famous 70 was in , 000 Junkers He bombers mostly Daimler examples 111 medium Motoren's used - such Benz completed in as DB single bomber Junkers' primary 601 - . engined . and It was own aircraft closely and the Ju The Jumo 211 was developed by Dr. Franz Josef Neugebauer as scaled- up successor to the earlier Jumo 210. In 1934, even before the new Jumo 210 had completed its acceptance tests, the RLM sent out a request for a new 1,000 PS-class engine of about 500 kg weight. Both Jumo and Daimler-Benz responded, and in order to reach service before the new Daimler-Benz DB 600, the Jumo team decided to make their new design as similar as possible to their 210H model, currently in testing. The resulting Jumo 211 was first prototyped at Jumo's Dessau plant in 1935 and started testing in April

1936. Like the 210H, it featured a MANAGEMENT PART 8: ENGINE ENGINE 8: PART mechanical direct fuel injection system using small driven off the crankshaft, three valves per cylinder, and an inverted V layout. It also had an open-cycle cooling 48 system, not pressurized. 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 ), 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 MANAGEMENT PART 8: ENGINE ENGINE 8: PART 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.

49 PART 8: ENGINE MANAGEMENT 50 PART 8: ENGINE MANAGEMENT • • • • Radiator pressure The opening or closing them). Note: 100 % = fully open waterrad info window willonly tellyou if you are (only the oilradiatorcan be read though as the crank position or read fromthe info window in % water radiators(4) can be approximated from the forthe limits red indexesare visualmarkers to remind you of are(2) what you should checkeveryminute. The The RPMindicator andthe (1) manifold pressure cockpit your know his During Oil RadOil (OUTBOUND) Min Water Rad Min engine resulting engine what Max • • a or 100 % WATER / 100 % OIL during 75% WATER / 50 % OIL during settings and mission, from settings settings Max 1 min operation (red) prop TEMPERATURES settings RPM an : pitch info the once they is Deg Deg (Unit) flight window affected from C C ( in 5 should ) . a while lead climb &climb normal operation the . HE takeoff & landing by use H 95 35 95 38 - usually - 111 . The oiland (3) 2 for gauges both . You the manifold can calls HE pilots 105 100 P in 40 40 - - 111 2 read out the to 2 1 5 51 4 3 PART 8: ENGINE MANAGEMENT • • • • SUPERCHARGER OPERATION engine, The 22 Thus, same dense feet supercharger With cylinders to A There supercharger the "Hg use a manifold an a are typical . induction at it normally of . engine the is The a a lot not supercharger higher is engine higher of pressure capable possible is at air misconceptions an aspirated 8 , so 000 altitude the engine may are the of at to feet manifold be especially boosting in higher engine have - engine, driven . able many MSL The manifold and altitudes to could pressure, supercharger can cases air manifold valuable it produce rumours produce pump is still will pressure not as the produce pressure or supply it at 75 possible about could additional more high compresses compressor percent higher air altitudes 25 the produce dense above to to "Hg use of than power have the the the of the that 30 of at (such engine the manifold superchargers "Hg power fuel/air manifold air . sea provides It existing to increases (for as level at a 18 it mixture, german pressure higher the could . , 000 pressure compressed atmospheric same . manifold feet) Time produce density planes and whereas density where higher to the reveal pressure air it allowing pressure at more would the without to it mean than did the the air power . be and at a the sea truth! engine density supercharged a sea an supercharger forces level existing an ATA level engine to is (MSL) value) the provide 50 . With atmospheric percent fuel/air can . engine because For it a additional produce could normally example, that mixture to the produce produce of pressure . air aspirated sea 52 pressure at into is 8 level , only less 000 the the . A . PART 8: ENGINE MANAGEMENT • SUPERCHARGER OPERATION supercharger lookslike. This iswhatatwo SUPERCHARGER FOR THE JUMO 211 FORTHE JUMO SUPERCHARGER REAL - LIFE CENTRIFUGAL LIFECENTRIFUGAL - speed centrifugalspeed (BRISTOLHERCULES) EXAMPLESSUPERCHARGEROF A CENTRIFUGAL 53 PART 8: ENGINE MANAGEMENT • • • • Supercharger vs • • SUPERCHARGER OPERATION flight called The be supercharger Some altitude, maximum rated A hot turbochargers output The injection compressor turbocharger The because between While operated second low exhaust deck major most the of sea there impeller for people power high system a the advantage activates efficient altitude level turbocharger disadvantage at . gases the to . This is blower two large are Installed no output increase often horsepower to speed amount is that powered speeds an at Turbosupercharger boost turbocharger method what of radial setting which oil confuse would turbochargers begins is on - (installed of operated the . we power often of engines by the an . of a have On from otherwise pressure to power them turbocharged an increasing engine, gear at referred engines decrease installed engine’s on on clutch higher sea . - developed driven the the over increase of level be this equipped that P to Jumo altitude horsepower like the exhaust superchargers - on lost 47 supercharger as engine booster (or Turbocharger) up switches it the Thunderbolt . air the 211 produced does during to . going Jumo gases with . low the can With for uses in from a . blower World produce engine’s into a 211 is This an two – this normally – the for the use one , engine is - the means type speed it example) ability setting, War engine’s of avoided speed is its critical engine a interesting of aspirated rated is supercharger, large a II to supercharger, turbocharger by to while have maintain and altitude exhaust through with the use amount horsepower a engine other a the supercharger of to a single . control a explain turbocharger, the gases high a Critical . of turbosupercharger a recovers . lever single the . - carburetor stage, Above impeller over to the or engine’s altitude . impeller Why? drive switch energy an differences the two speed because engine’s or 54 - Simply critical an power speed is in from may fuel the the air or is PART 8: ENGINE MANAGEMENT Operation Altitude Supercharger Stage 2 Operation Altitude Supercharger Stage 1 • • • • • • • SUPERCHARGER OPERATION TUTORIAL (PART 1) means the superchargerthe means in is secondgear. supercharger means the at% 0 is in “COMP” first gear. at% 100 “COMP” a difference.toabovem see be 1500 Superchargereffect no has m). You 1200 at altitudes (under low to need “Q”.to Supercharger “Selectedand “LCTRL+Q” mapped to My keycustom bindings are:Supercharger“Selected work.not does Supercharger “Selectedthe use not Do controls.Step” superchargergearsSupercharger “Selected using the You switchfirstbetween second (high and blower)blower)(low controlsupercharger. the Disregardengines). 601DB forthis section P the NOTE:a different of supercharger type installedis for He the H 111 supercharger is superchargerThe a two 211Jumo the on - 2. ALTITUDE with automaticwith boostcontrol, isinstalledwhich He the on ITA: GER: M UK: GER: M UK: (Unit) ft M ft HE 1220+ 1220 H - 0 - 111 2 HE – P N/A N/A - Cycle”control. It bugged is and - 111 2 - speed - 2: you do not need to need 2: not youdo centrifugal type – – Nextmapped Step” – PreviousStep” Previous/ Next - 111 P 111 - 2 (with (with 2 - SUPERCHARGERGEARSWITCH 55 PART 8: ENGINE MANAGEMENT Operation Altitude Supercharger Stage 2 Operation Altitude Supercharger Stage 1 • • • • • SUPERCHARGER OPERATION TUTORIAL (PART 2) position And Left Right between the engine In To 6. 5. 4. 3. 2. 1. this switch engine second yet, engine Select Select orange and If first Hit Select supercharger supercharger Check example, on you ! supercharger “Q” gears, gear RPM both ALTITUDE the switch has all Engine Engine supercharger your index has to . engines (low first Make an switch you engines I ITA: GER: M UK: GER: M UK: (Unit) an . to deliberately altitude # # in If ATA in blower) ft M ft supercharger 2 1 ATA second you second need sure first (LSHIFT+ (LSHIFT+ (LSHIFT+ to of gear ATA of . second have to 1 . gear HE to If gear, gear . 1220+ 0 gear 1220 H 0 is adjust behaviour . - 0 - 65 do 111 2 1 you and 3 2 too . ) ) chose ) . If and and you their gear and it (high high, you are a gear individually throttle repeat RPM will you’re a (high to are under you throttle RPM . blower) HE see (low fly P N/A N/A of - done! over - steps can so 111 blower) 2 an high of 2600 1200 your blower) cook increase 2150 for 1500 2 & to ( to . 4000 ATA or each the m, prop (supercharger 4 show . . m, hit (supercharger and and in engine you + you engine “LCTRL+Q” manifold m) pitch RPM you the need and need . the are : left at run to pressure to gear not to engine difference the have gear have the switch over 2 same ) right (ATA) 1 your your ) the on to SUPERCHARGERGEARSWITCH 56 PART 8: ENGINE MANAGEMENT 3. 2. 1. • • • FUEL MANAGEMENT SYSTEM to side But quadrant Fuel fuel only Your simply tanks want Fuel left and grab tank Fuel mouse enough dragging You solve what . from and of cocks right can engines you Cock Cock your Once to # your send button : this right . 1 move transfer you your them about want inner You # fuel # # (inner you mystery seat, 1 fuel 3 3 take need outer are and (reserve) held, to (short (long from? these with tanks, these dry to your also already pump left) fuel # to BOTH wing . and the these 2 lever) levers lever) Fuel physically while 2 called from are fuel or outer obscure mouse your either tanks your familiar # the tanks up, to is fuel your by 2 is fuel fuel . tanks used . red (inner inner used . You drag you left Clicking move tanks black # . (main) cock with Where levers 1 can clicking to to will it tanks to and right) UP # your them levers # select them select select 3 need alone inner 3 on or # do and at and … inner 2 on . DOWN your with once! you on from are or where to # wing either will # them 4 the you 4 tanks transfer want throttle the the are ? not . which tanks Time right fuel and you can the left left . be to 4. 3. 2. 1. ACTIONS SITUATION EXAMPLE Select Fuel cock # 3 (long) and (long) 3 and # dragFuel Select cock it “OFF”toonce you’re done. full is fuel of empty.side the if one and other side is Simply because the aircraft be unbalanced will and harder to control “No. 3”. Wewant taketo fuel from the outer left tank time. this Why? inner the Once tanksare full, half drag (long) position 3 to# Fuel cock transfer fuel both to left and right inner tanks.wing Drag(short) 4 “BOTH”. #position to cockFuel We want the pumps to from outerthe right tank. Drag (long) 4”.3 to # “No. position cockFuel Wewant to take fuel : : Innertanks show 100 Lremaining…almost empty! right), (outer #3 left), (outer 4 # right) or OFF. either CHOICE:tank(inner 1 # (inner left), 2 # YOUWHERE FUEL TRANSFER (LONG)3COCK # FUEL tanks2. & # # 1 (inner left), 2 # right), or both either CHOICE:tank(inner 1 # YOUWHERE FUEL TRANSFER (SHORT)4COCK # FUEL FROM 57 TO PART 9: AIRCRAFT PERFORMANCE uSpZROuEd https • • Touchdown Landing Approach Landing Speed OptimalClimb MaxDive Speed Rotation Takeoff (link Checklist Aviation consult aircraft It Best For : //drive – – – below) airspeed more 3 the . . NGN or google km/h GER/ITA: mph UK: It AIRSPEEDS . Regiment 2 4 is information nd engine c for 0 . com/open?id= a JRNHJpYkk&authuser= Guards climb fantastic performance, : 240 140 200 240 600 150 Operations Composite on resource 0 km/h B - either 0 58 PART 9: AIRCRAFT PERFORMANCE 59 PART 9: AIRCRAFT PERFORMANCE 60 YOUR MAGNETIC HEADING COURSE SETTER (RED TRIANGLE) COURSE SETTER

MAGNETIC COMPASS (MC) REPEATER COMPASS (RC) + COURSE DIRECTIONAL GYRO (TOP BAND) SETTER (CS) AUTO-PILOT SETTER (BOTTOM BAND) GIVES YOU YOUR MAGNETIC HEADING. THE WHITE INDICATOR IS YOUR COURSE SETTER “REPEATS” WHAT THE MAGNETIC COMPASS DIRECTIONAL GYRO (DG) CAN BE SET TO ANY AND THE RED TRIANGLE IS YOUR ACTUAL IS SHOWING (SINCE YOU DON’T HAVE AN HEADING YOU WANT. IT IS RECOMMENDED FOR HEADING. EXTRA SET OF EYES) THE DG TO BE SET TO YOUR CURRENT HEADING SHOWN BY THE MAGNETIC COMPASS (AND WHEN YOU SET A COURSE WITH THE COURSE SETTER ALLOWS YOU TO CREATE A REPEATER). THIS WAY, YOUR MG, RC AND DG ALL COURSE SETTER AND THE RED TRIANGLE REFERENCE MARK ON THE COMPASS TO A SHOW THE SAME HEADING, WHICH IS A AND THE WHITE INDICATOR ARE ALIGNED, HEADING OF YOUR CHOICE. THIS WAY, YOU MAGNETIC HEADING, NOT GEOGRAPHIC. IT MEANS THAT YOU ARE ON COURSE. JUST NEED TO STEER THE AIRCRAFT (AND THE AUTO-PILOT “SETTER” MUST BE LINED UP MOVE THE REPEATER NEEDLE) TOWARDS WITH THE DIRECTIONAL GYRO. THE AUTO-PILOT THE “COURSE” SET ON THE COURSE SETTER. WILL STEER THE AIRCRAFT TO LINE UP61 BOTH TOP

PART 10: COMPASS TUTORIAL COMPASS 10: PART AND BOTTOM BANDS. YOUR MAGNETIC HEADING COURSE SETTER (RED TRIANGLE) COURSE SETTER

MAGNETIC COMPASS (MC) REPEATER COMPASS (RC) + COURSE DIRECTIONAL GYRO (TOP BAND) SETTER (CS) AUTO-PILOT SETTER (BOTTOM BAND) 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. 62 PART 10: COMPASS TUTORIAL COMPASS 10: PART HOW TO SET UP YOUR GYRO & COMPASS COURSE SETTER (HEADING 0) 1. Align your Course Setter with the heading you are facing. You can do that by either consulting the magnetic NOT ALIGNED 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. WITH CURRENT MAGNETIC 2. In our case, the number is a heading of 060. This heading is in reference to the magnetic north, NOT the geographic north. HEADING (060) 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 that’s 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 simplicity’s sake, we will use the DG, MC and RC all synchronized. 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 Upper band (DG) set to 060 (magneticl heading). We are now havigating in and current relationship to the magnetic north, not heading the geographic north! aligned! 1 1

3

Course setter and current heading aligned on magnetic compass as well!

63 PART 10: COMPASS TUTORIAL COMPASS 10: PART COMPASS NAVIGATION TUTORIAL

• Using the magnetic compass and the directional gyro is quite useful to know where you are going. • The directional gyro indicator itself does not indicate your heading. You need to set it manually in order to translate what the magnetic compass and the repeater compass are telling you. • Typically, you set your compass and gyro on the ground. It is not the kind of stuff you want to do when you are flying 6,000 m over England. • High-G manoeuvers can decalibrate your gyro and give you a wrong reading. Be aware that once you start a dogfight, your gyro can give you readings that don’t make sense. It’s normal: it is one of the real-life drawbacks of this navigation system. The same issue is also recurrent in today’s 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.

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

The movement of Earth's north magnetic pole

across the Canadian arctic, 1831–2007.65 PART 10: COMPASS TUTORIAL COMPASS 10: PART BOMBING TUTORIAL - INTRO

• Bombing is one of the most complex and rewarding features of flight simulators. The bomber pilot has a thankless job, yet bombing is an art form in itself. • This tutorial will be for high-altitude bombing as it encompasses all aspects of bombing and navigation. • Bombers should work as a team. Not only with other bombers, but with fighter escorts as well to keep them alive.

TUTORIAL • The mind of a bomber pilot is a patient and organized one. If you fail to plan your mission properly, you certainly plan to fail and end up

in a smoldering pile of ashes. PART 11: BOMBING BOMBING 11: PART

66 BOMBING TUTORIAL - INTRO

• A bombing operation can be separated in 6 phases: 1. Planning the mission 2. Takeoff and assembly of bomber force 3. Rendezvous with fighter escorts 4. Fly to target 5. Bombing run 6. Return to Base

• We will explore phases 1, 4 and 5 together.

TUTORIAL PART 11: BOMBING BOMBING 11: PART

67 BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION

• Before you even take off, you need to make sure you know the following: 1. Where am I? 2. Where am I going? 3. How much fuel do I need? 4. What am I doing? 5. How am I doing it? 6. What can help me?

7. What can kill me? TUTORIAL 8. How do I get home? • Once you have all that stuff figured out, THEN you can takeoff. PART 11: BOMBING BOMBING 11: PART • The following example will show you a typical mission planning.

68 PART 11: BOMBING TUTORIAL • • • WHERE AM I? WHERE AM I GOING? BOMBING TUTORIAL today. Hawkinge “Briefing”). and choosing rightthe map, by rightor menu aircraft(canvia accessed be selection mission in briefing the objectives Youat can bombing lookthe target. always helps to find a high Readingobjectives bomber the will will targetbe our for - clicking the map on - clicking, clicking, opening - priority priority – PHASE 1: PLANNING THE MISSION However, upper designated . it For Readbomber objectivesand pick your targets. 6 is is instance located the right, location Hawkinge grid : etc in the the … square ) in Faversham middle the seems like ajuiciertarget. We’ll choose one instead.this square ( 1 - right is Railyard lower based corner left, is on of located the 5 the is referential Alpha center, in grid - Uniform 6 AU is of 25 middle a . numpad 6 25 , which grid right, square for means 69 9 the is . PART 11: BOMBING TUTORIAL correct use your While • • • WHERE AM I? WHERE AM I GOING? BOMBING TUTORIAL your “Tools” obtainyourto target. heading yourclick) Protractor tool to (leftyour select and Open map a distance.and heading cabbage crates. Wea need we getdrop there and them Now,timeitto is how figure out Calais that weatdecided wouldspawn ( We Good! have now target a Hawkinge map heading protractor is menu - . selected, Marck (right to airfield), and weand airfield), click) open . find and the up Left protractor icon. - Click on the – PHASE 1: PLANNING THE MISSION Target Home Base Home 70 PART 11: BOMBING TUTORIAL WHERE AM I? WHERE AM I GOING? BOMBING TUTORIAL 2) 1) Once Click line Click is and and line parallel is hold hold crossing with left left the mouse mouse Step2 the North, center button button release of the on on mouse airfield Calais Calais - and Marck button icon, – drag release PHASE 1: PLANNING THE MISSION and . Step1 a line drag mouse to a Hawkinge vertical button (074)? Heading line . Airfield . Once . 4) 3) 6) 5) In not In get A Hawkinge Obtain in compass This magnetic Since heading our case previous 074 be is case, your the your degrees the distance . . number We course heading the In heading heading compass target 58.1 km 58.1 DISTANCE: our added proper . to case, we is should . target we we West The navigation 10 will heading we obtained will degrees proper need pop by (to get follow clicking the a next will to tutorial distance heading to on left) follow be on take to the on 360 our to Calais . into the will map your of on – compass, approx 74 AIRFIELDS DISTANCE HAWKINGE BETWEEN RULER STEP . ruler account be our home is Remember = 360 286 geographic compasses and . AND 58 course minus 6 base, Geographic magnetic . : CALAIS dragging km BETWEEN TO LEFT DRAG this . the the setter, - OBTAIN is and MARCK number number declination number 286 CLICK a line not A (map) DG + BOTH AND LINE THE 10 magnetic, from ON 71 . and that that Heading In = as our 296 repeater Calais pops popped shown case, deg . the up to . will up we . BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION WHERE AM I? WHERE AM I GOING?

• We now know our target: Hawkinge. We must know how high it is to take into account target elevation when we will be bombing. • You can use the LOFTE tool available on ATAG: theairtacticalassaultgroup.com/utils/lotfe7.html • A tutorial on how to use this tool is available in Chuck’s Blenheim High Altitude Bomber Guide 2.0 available here: https://drive.google.com/open?id=0B-uSpZROuEd3MDEwaDZXdmNSdnM&authuser=0 • One quicker way to do it is to get the airfield’s altitude directly from the list on the next page made by Ivank. • LOFTE’s 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.

TUTORIAL • Hawkinge’s altitude in the table is 158 m (518 ft). PART 11: BOMBING BOMBING 11: PART

72

TUTORIAL PART 11: BOMBING BOMBING 11: PART

73 BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION HOW MUCH FUEL DO I NEED?

• The heavier you are, the slower you are and the more vulnerable you are. • Calculating your required fuel is easy. • Based on in-game tests I performed, the He-111 consumes approximately 500 Liters of fuel per hour if we stay at engine DISTANCE: 58.1 km settings for a max climb rate. • If we fly at 300 km/h, based on fuel capacity, we can deduce that @ 100 % fuel we can fly around for 6.8 hours of flight time, which Left click and drag gives us a max flying distance of 2040 km (which is 2 times the max range). from point A to point • Use the “Map Tool Ruler” to get our target’s range. Hawkinge is B to get a distance. about 60 km away from Calais. Since we plan to return to base, we add another 60 km. We can add about 40 km for loitering time, assembly and rendezvous with fighters and another 40 km for reserve fuel in case we need to find a secondary airfield. We have a grand total of 200 km.

TUTORIAL • To fly for 200 km at 2300 RPM at 300 km/h, we simply multiply our max takeoff fuel load (100 %) by the ratio of the distance we need to fly on the maximum range @ max takeoff weight (2040 km): • 100 % * 200 km / 2040 km = 10 % fuel approx. That is what we need.

PART 11: BOMBING BOMBING 11: PART • We can round that up to 15 % to be very conservative. So there we go, we need roughly 15 % fuel. • Note: you could also takeoff with a full fuel load and full bomb load if you wanted to. The He-111 can still fly. This practice is simply to teach you how to plan your fuel for a real mission intelligently. 74 BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION WHAT AM I DOING?

• Now that we know where we are and where we are going and how much fuel we need, we need to know what we will be doing. • We will load up 8 X SC 250 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay. See the Weapons and Armament section to know more. • Our bombing altitude will be 6,000 m. We could go as high as 8,000 if we wanted to. • Why do we ask ourselves this question? Simply because the challenge of a bomber pilot is the sheer workload behind it. You are doing by yourself the task that took two dedicated guys or more to do. Therefore, our goal is to reduce the workload as much as possible by doing as much as we can on the ground so we can concentrate on what’s going on during the flight rather than prepare our instruments in a hurry. • In a bomber flight, generally half the guys do not know how to use a bomb sight: they simply drop their bombs on the bomber lead’s command. Keep in mind that having a bomber lead is not enough to have a proper mission: fighter interceptors always go for the bomber lead because odds are that he is the most experienced bomber pilot. Good bomber operations generally have a second or a third leader to take No. 1’s place in case he gets shot down or runs into engine

TUTORIAL trouble. • If you have 9 guys flying for an hour to get to a target that are waiting on your command to drop their bombs, you better make sure that you know where you’re aiming… • Therefore, it is important to know at what speed and what altitude you plan to do your bomb run so you can set up your bombsight in advance. I usually set my bombsight when I am on the

PART 11: BOMBING BOMBING 11: PART ground. This way, you just need to make small adjustments when you get to target rather than set everything up in a hurry. • You will need your target elevation to set up your bombsight properly.

75 BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION HOW AM I DOING?

• Here is why you need to take into account target elevation in your bombsight: • Pressure altitude and Height are related to one another, but keep in mind that they are two completely different things. • Height is the vertical physical distance between your aircraft and the ground. Pilots often refer to height as “AGL” (Above Ground Level). • Pressure altitude is the altitude measured using a pressure datum reference. Pilots often refer to altitude as “AMSL” (Above Mean Sea Level). Pressure Altitude reading can vary based on meteorological conditions. • Bombsight height setting can be determined by simply reading the altimeter and substracting the target elevation (assuming the altimeter pressure altitude was set correctly for the pressure conditions in Home Base). • TUTORIAL The bombsight height, in our case will be our altimeter altitude (6,000 m) minus the target elevation (158 m). The bombsight height will have to be set at more or less 5,840 m. Keep in mind that the altitude can change due to many factors and that your bombsight height is AGL,

and will always require you to substract target elevation to be accurate. PART 11: BOMBING BOMBING 11: PART

76 BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION HOW AM I DOING IT?

ALTITUDE: 6,000 M AMSL ABOVE SEA LEVEL

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 BOMBSIGHT HEIGHT at more or less 5840 m. Keep in mind that the altitude can change due to 5,842 m AGL many factors and that your bombsight height is AGL (above ground level),

TUTORIAL 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. PART 11: BOMBING BOMBING 11: PART TARGET ELEVATION: 158 m HAWKINGE ENGLISH CHANNEL CALAIS MARCK ALTITUDE: 158 m AMSL ALTITUDE: 0 m AMSL ALTITUDE: 2 m AMSL 77 BOMBING TUTORIAL – PHASE 1: PLANNING THE MISSION HOW AM I DOING?

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

get an approximation of TAS. We will see how to use this table in the next page. PART 11: BOMBING BOMBING 11: PART

78 PART 11: BOMBING TUTORIAL 4. 3. 2. 1. We will aim for an indicated airspeed (IAS) (read300 km/h of the airspeedon gauge) at an altitude 5,840 m. of HOW AM I DOING? BOMBING TUTORIAL enough. manually, it should beprecise interpolation the and do arelazytoo taketo a calculator value,case, we since in but our of value to approx. average an value approximate resulting the TAS incrementscanwe of 10, airspeed goesonly into and that enough bombsight TASthe Because values areclose table TakeTAS noteof the values in the m) 6,000 nearest and altitudes (5,000 appropriatePick the columnsfor ( appropriatePick the rowfor IAS 300 400 km/h km/h). 386 km/h and km/hand . It is not the exactthe . is It not 407 km/h) – PHASE 1: PLANNING THE MISSION 79 PART 11: BOMBING TUTORIAL 2. 1. IS WHATWHICH YOU READON YOUR INSTRUMENTS. NOTDO CONFUSE TAS IAS WITH ALL IN SIM USETRUETHE AIRSPEED (TAS). AFFECTED. AND THEOTHER INCORRECT. BOMB TRAJECTORYBE WILL PRESUME ONEFACTOR, ALTITUDEOR TAS, ISCORRECT HIGHER HIGHER THAN INPUTALTITUDE INPUT ALTITUDE TOO LOW, PLANEISFLYING THAN INPUT AIRSPEED INPUT TAS TOO LOW, PLANEIF FLYING FASTER – INDICATED AIRSPEED, TARGET 2. 1. FLYING LOWER THAN INPUT ALTITUDE INPUT ALTITUDE TOO HIGH, PLANE IS SLOWER THAN INPUTAIRSPEED INPUT TAS TOO HIGH, PLANEIF FLYING 80 PART 11: BOMBING TUTORIAL HOW AM I DOING? BOMBING TUTORIAL an case, on and Be altitude the smart altitude we ground : will set of at 5840 enter . up which This your m a will . bombsight you bombsight save want you 1 to airspeed – time bomb) in PHASE 1: PLANNING THE MISSION advance and while of trouble 400 (set 2 you km/h airspeed . are In and our still 5. 4. 3. 2. 1. SALVO QTY BOMB DISTRIBUTOR INPUT (AGL) BOMBSIGHT ALTITUDE INPUT (TAS) BOMBSIGHT AIRSPEED ALTIMETER (AMSL) AIRSPEEDINDICATOR (IAS) 5 4 81 3 PART 11: BOMBING TUTORIAL WHAT CAN HELP ME OR KILL ME? HOW DO I GET HOME? BOMBING TUTORIAL • • HOW WHAT • • • In Give places Know our DO CAN fighter where case, when I GET HELP we escorts you your HOME? will ME are enemy simply a OR doing – rendezvous PHASE 1: PLANNING THE MISSION KILL patrol do your a ME? 180 routes flight point once plan are, so we . they where dropped can link our up bombs usually with you and take and head place protect back and you home avoid . 82 . these PART 11: BOMBING TUTORIAL PHASE 4: FLYING TO TARGET BOMBING TUTORIAL • • • • • engage Mode 22. intendon bombing the target from 6,000 m, make sure you are 500 500 to 800 m afterMode 22 engaged.is The climb ratewilleventually stabilizeto “0”. If you one minute. It isnormal:aircraft the to willtry gain speed inthe process. You should fromlose Note: Mode 22 willoften make your aircraft go intodive a ( mode willwant to makeyou staylevel ata given heading. any of your control surfaces.Mode 22 is used when cruising or when level controls to make your aircraft travelfollowing a given heading. You willhave no control over through elevatortrimrather than pure elevatorinput. generally used when climbing or descending. In this mode, rateclimb better is controlled following a given heading. You stillhave control overailerons and elevator. Course mode is Course Mode section magnetic In You Once Mode Mode 22 (Straight n’ Level) order can we . use to have compass the use is a modeis where auto taken compass the and off, auto we directional traditionally - pilot will is a mode iswhere auto and follow - know pilot takesover rudder control to make your aircraft travel gyro to a magnetic fly differently where there manually, you - heading pilot takesover rudder, elevator and than are of going, - but shown 5 m/s 296 you to you approx - in can 800 m higher before you Hawkinge will the also ) for approximately - bombingas this need compass use . the to set auto navigation up - 83 pilot your . PART 11: BOMBING TUTORIAL PHASE 4: FLYING TO TARGET BOMBING TUTORIAL STEP 6 5 4 3 2 1 HE - THE AUTOPILOTTHE AS THE PILOT CONTROL HAS BETTER OVERHIS SHIP. USING THE DIRECTIONAL GYRO IS USUALLY WAYA BETTER TO USE INCREASE/DECREASE” CONTROLS FOR SMALL COURSE CORRECTIONS. CORRECTIONS. STEER AIRCRAFT USING “DIRECTIONALTHE GYRO “AUTOPILOT OR “AUTOPILOTRIGHT” CONTROLSLEFT” FOR BIG WHEN AUTOPILOTIS ENGAGED, STEER AUTOPILOTMODE (COURSEMODE OR MODE 22) WHEN AUTOPILOT/GYRO “AUTOPILOT OR “AUTOPILOTRIGHT” CONTROLS.LEFT” AUTOPILOT WHEN AIRCRAFT IS ALIGNED WITHCOURSE ALIGN SETTER, REPEATER COMPASS (FOLLOW WHITEINDICATOR).THE ALIGN REPEATERTHE COMPASS SET A COURSE TODESIRED HEADING USING THE COURSE ON SETTER ON MAGNETICTHE COMPASS. SET/SYNCHRONIZE ACTION 111 AUTOPILOT OPERATION TABLE AIRCRAFT WITHCOURSE BY SETTER CONSULTING THE BAND WITHTHE DIRECTIONAL GYRO bandUSING THE DIRECTIONAL GYRO TO SAMETHE HEADING READ BANDS ARE LINED UP, AIRCRAFT USING THE ENGAGE DESIRED AUTOPILOT CONTROLS DIRECTIONAL MAGNETIC AUTOPILOT COMPASS REPEATER COMPASS GYRO COURSE SETTER 84 BOMBING TUTORIAL PHASE 5: BOMBING RUN HE-111 BOMBSIGHT OPERATION TABLE HIGH ALTITUDE LEVEL BOMBING (AUTO MODE) STEP ACTION 1 ENGAGE AUTO-PILOT IN MODE 22 WHEN YOU HAVE SIGHT ON TARGET AND YOU ARE ALIGNED WITH IT. (SEE AUTOPILOT TABLE) 2 FIND YOUR TARGET USING THE “INCREASE/DECREASE SIGHT DISTANCE” CONTROLS AND YOUR AUTOPILOT CONTROLS. 3 OPEN BOMB BAY DOORS AND ARM YOUR BOMBS IF NOT DONE ALREADY ON THE GROUND. BOMBSIGHT 4 SELECT BOMB DISTRIBUTOR DELAY (“0” IS RECOMMENDED FOR HIGH ALTITUDE ) 5 SELECT BOMB SALVO QTY (“MAX” IS RECOMMENDED IF YOU WANT TO DROP ALL YOUR PAYLOAD). 6 CHECK AIRSPEED AND ALTITUDE IN THE BOMBARDIER SEAT. 7 CONVERT READ INDICATED AIRSPEED INTO TRUE AIRSPEED AND USE THIS VALUE FOR BOMBSIGHT AIRSPEED INPUT.

TUTORIAL 8 CONVERT ALTITUDE INTO HEIGHT (READ ALTITUDE MINUS TARGET ELEVATION) AND USE THIS VALUE FOR BOMBSIGHT ALTITUDE INPUT. 9 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. PART 11: BOMBING BOMBING 11: PART 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 BOMBSIGHT WITH THE DIRECTIONAL GYRO INCREASE/DECREASE CONTROLS. 11 WAIT FOR THE FIREWORKS. BOMBS SHOULD BE RELEASED AUTOMATICALLY BETWEEN APPROX. 28 DEG @ 4,000 85 METERS AND 22 DEG FOR 6,000 METERS. THE BOMBSIGHT RETICLE IS WHERE THE LAST BOMB WILL HIT. BOMBING TUTORIAL CHUCK’S BOMBER NUMPAD PHASE 5: BOMBING RUN (APPLICABLE TO HE-111) OTHER USEFUL COMMANDS NUM / * - (APPLICABLE TO HE-111) INCREASE DECREASE DECREASE DROP BOMBS B DIRECTIONAL DIRECTIONAL COURSE GYRO GYRO SETTER OPEN BOMB BAY DOOR N

CLOSE BOMB BAY DOOR L_CTRL+N 7 8 9 + BOMB BOMB TOGGLE BOMB INCREASE ARM BOMBS (AXIS BOMBERS ONLY) L_CTRL+W DISTRIBUTOR DISTRIBUTOR DISTRIBUTOR COURSE

SWITCH CREW POSITION C MODE PREVIOUS MODE NEXT SHORT DELAY SETTER (BOMBARDIER/PILOT) 4 5 6 LEAN TO GUNSIGHT JOYSTICK BTN (CUSTOM KEY) DECREASE INCREASE INCREASE BOMB BOMB SIGHT COURSE AUTO-PILOT MODE - PREVIOUS A DISTRIBUTOR DISTRIBUTOR DISTANCE DELAY DELAY TUTORIAL COURSE AUTO-PILOT MODE – NEXT S COURSE AUTO-PILOT L_CTRL+A 1 2 3 ENTER ADJUST COURSE LEFT DECREASE INCREASE DECREASE TOGGLE COURSE AUTO-PILOT L_CTRL+S BOMB SALVO BOMB SALVO SIGHT BOMBSIGHT ADJUST COURSE RIGHT AUTOMATION

PART 11: BOMBING BOMBING 11: PART QUANTITY QUANTITY DISTANCE 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. 0 . CAUTION: MAKE SURE THERE ARE NO CONFLICTS BETWEEN THESE SELECT BOMB BAY PREVIOUS SELECT BOMB BAY NEXT KEYS AND OTHER CONTROLS. YOU WILL HEAR A “PING” WHEN 86 YOU MAP A CONTROL IF THERE IS SUCH A CONFLICT. 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 He-111, you only have one bomb bay (unlike the Ju-88, which has 2 bomb bay and one bomb rack). 3. Select desired salvo quantity, release delay, distributor release mode (Salvo? Single?). 4. ARM bombs and fly to target.

• IN THE AIR 5. Find target and reach targeted altitude and airspeed 6. Open bomb bay doors 7. Follow steps detailed in the BOMBSIGHT OPERATION TABLE.

TUTORIAL 8. 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.

PART 11: BOMBING BOMBING 11: PART 10. Close bomb bay doors. 11. Go home for cookies and bratwurst.

87 PART 11: BOMBING TUTORIAL PHASE 5: BOMBING RUN BOMBING TUTORIAL BOMBS DOOROPEN! 88 BOMBING TUTORIAL PHASE 5: BOMBING RUN

LAST BOMB FALLS HERE.

TUTORIAL PART 11: BOMBING BOMBING 11: PART

BOMBSIGHT AUTOMATION ENABLED BOMBS ARE DROPPED AT APPROX 2289 DEG BOMBING TUTORIAL PHASE 5: BOMBING RUN

CLOSE ENOUGH!

TUTORIAL PART 11: BOMBING BOMBING 11: PART

90 91