Cliffs of Dover Ju88

Home , Bomber, Dornier Do 217, Heavy fighter, Indicated airspeed, Junkers, Junkers Ju 88

GUIDE BY CHUCK 1 (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 Supercharger 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 – JU-88

• 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 a bomber, number development to Ju Designed flying - intercept 88 was bomb of reconnaissance by to other . W . The be and . H a Luftwaffe . early Junkers so Evers - called operational aircraft, and bombers, Ju Schnellbomber Alfred - 88 heavy suffered roles, Gassner it was fighter but ("fast from used of became and Junkers bomber") a successfully number even, one Flugzeug during of which of the technical as would most - the und a bomber, closing versatile Motorenwerke be problems too stages dive fast combat for bomber, during of (JFM) any the aircraft of the conflict night in the the later of fighters fighter, the mid in stages - Europe, war 1930 of 4 . torpedo Like its s, of era the as its a PART 1: AIRCRAFT HISTORY is capable versatile The capable Ju - 88 of bombers of level was carrying bombing, designed in a the 2400 glide Luftwaffe as kg a bombing, twin bomb and engine load and was . In high dive pretty real speed bombing life, much it could bomber just a “Jack carry like that a an of Stuka became even all Trades” . In heavier one Cliffs . of 5 The of payload the Dover, A most - 1 . is it PART 1: AIRCRAFT HISTORY model aircraft more saw into were A into of It - was 1 Britain , service a nearly gone, additional powerful during code superb in that the . change and all Although the the warplane of engines, Luftwaffe, finally closing improvements flagship the . troubles slower the . days but, The Ju did Ju - 88 yet unlike A of 88 not of - 4 the A including than matured the actually - 4 see Battle other went A the - a 1 deployed Heinkel exceeding speed The Battle reaching By August battle He did of in operational 1940 - those 111 proved smaller not Britain , stablemates, Ju of prevent - numbers very 88 its units, A Dornier was - 1 costly s and Ju than despite just - . intensifying 6 88 Do A Its either - 5 as 17 s losses higher being were and . the . PART 1: AIRCRAFT HISTORY structure variants, assembly Despite its of more line the protracted aircraft than ran constantly any remained development, other twin from unchanged - engine 1936 the aircraft . German to 1945 enormous attacking Luftwaffe The became , aircraft Ju and - 88 enemy in losses more was one of the the to of east than airfields for prove period the little . The 16 Luftwaffe's a damage . , and 000 very Throughout Ju - 88 positions Ju capable units - in 88 most return s met the were and at important . low production, with valuable built level instant in and assets asset dozens the success, causing 7 . to basic The the of (Unit) JU-88 A-1 TEMPERATURES Water Rad Min Deg C 40 Max 90 Oil Rad (OUTBOUND) Min Deg C 40 Max 80 ENGINE SETTINGS Engine & Fuel grade Jumo 211 B-1 B-4 - 87 octane fuel Takeoff RPM RPM 2400 Takeoff Manifold Pressure UK: PSI GER: ATA 1.35 ITA: mm HG Climb RPM RPM 2300 30 min MAX Climb Manifold Pressure UK: PSI GER: ATA 1.15 ITA: mm HG Normal Operation/Cruise RPM 2100 RPM Normal Operation/Cruise UK: PSI GER: ATA 1.1 Manifold Pressure ITA: mm HG Combat RPM RPM 2300 Combat Manifold Pressure UK: PSI GER: ATA 1.15 ITA: mm HG Emergency Power/ Boost RPM 2400 RPM @ km 1 min MAX

Emergency Power / Boost UK: PSI 1.35 GER: ATA Manifold Pressure @ Sea Level ITA: mm HG 1 min max Supercharger Stage 1 UK: ft 0 Operation Altitude GER: M 1220 Supercharger Stage 2 UK: ft GER: M 1220+ Operation Altitude ITA: M Landing Approach RPM RPM 2100 Landing Approach Manifold UK: PSI GER: ATA As required Pressure ITA: mm HG Notes & Peculiarities Engine very sensitive to ata/rpm PART 2: AIRCRAFT VARIANTS AIRCRAFT 2: PART 8 Dive Brakes PART 2: AIRCRAFT VARIANTS 9 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION CREW CREW MEMBERS VENTRAL GUNNER NOSE GUNNER / BOMBARDIERNOSE GUNNER / DORSAL GUNNER PILOT 10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION JU PILOT - 88 A - 1 11 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION (MAX: 12 (MAX: PROP PITCH JU PILOT (DEGC) TEMPERATURE ENGINE OIL - 88 A - 1 :00) (KG/CM2) PRESSURE HYDRAULIC WEIRD AND THROUGH YES ON ENGINE … NACELLE YES YOU DESIGN … SETTINGS IT . NEED THE WAS CHOICE WINDOW A TO SHOWN RATHER . LOOK . 12 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION (HIDDEN) 1 & # 1# COCKSFUEL FUEL MANDATORY FORGET AND TRACK NOTE USED HURRICANE NOTE JU PILOT - WATER COCK IN 88 A 2 1 IR : : BF TO THE - USERS, IN 1 . # 109 . YOU 1 RADIATOR MAP IF THE JU AND AND YOU - WHICH CAN 88 (HIDDEN) PROP PITCH JU FUEL # BF WANT - COCKPIT 2 88 MAP . ARE 110 CONTROLS , IS COCK THE ) TO . WHY LCTRL YOUR IS START PROP # WE NOTORIOUS PROP + 1 AS 1 AND CAN’T YOUR AND PITCH THEY PITCH LCTRL # ENGINE SEE ARE WORKS 2 TO FOR TOGGLES THE + AN HIDDEN 2 . . HAVING MY FUEL AXIS JUST PERSONAL (HIDDEN) TOGGLE1 & # # 1 SUPERCHARGER RATHER IN BY COCKS, LIKE ABYSMAL THE YOUR IN THAN PILOT PROP KEY THE CONTROLS VISIBILITY BINDINGS PITCH A SEAT SPITFIRE SWITCH . (HIDDEN) RADIATORCONTROLS WATER & OIL LEVERS . DON’T IT FOR FOR (AS OR IS 13 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION WHEEL ELEVATOR TRIM JU PILOT - 88 A - 1 CORRECT HYDRAULIC ARE DOWN DOWN NOTE INDICATOR TRIM RUDDER : IN RUDDER TRIMWHEEL RUDDER . FLAPS POSITION, IN THE “NEUTRAL” REAL PUMPS USE DESIRED LIFE, AND HYDRAULIC IF POSITION YOU YOU RETURN POSITION WOULD WHEEL AILERONTRIM KEEP . POWER THE . YOUR OPERATE OBVIOUSLY, LEVER . YOU FLAPS IN FLAPS HAVE THE IN YOU “NEUTRAL” BY THE THREE WILL HOLDING “UP” SETTINGS SIMPLY POSITION POSITION THROTTLE THE WEAR : LEVER UP, INSTEAD ONCE NEUTRAL IN DOWN AIRBRAKE LEVER AIRBRAKE THE THE OF UP FLAPS YOUR AND THE OR AFT: AUS(DOWN) (UP) EIN FWD: GEARLEVER LANDING FULL AFT:FULL FLAPSUP 0: NEUTRAL DEG) FLAPSDOWN LANDEKL: (50 FLAPSUP FWD: FULL LEVER FLAPS 14 LANDING GEAR INDICATOR AFT: DEPLOYED FWD: RETRACTED

FLAPS INDICATOR AFT: DEPLOYED FWD: RETRACTED

AIRBRAKE INDICATOR AFT: DEPLOYED

FAMILIARIZATION FWD: RETRACTED

15 PART 3: AIRCRAFT & COCKPIT & COCKPIT AIRCRAFT 3: PART FUEL COCKS FOR # 1, 2, 3, 5, 6 & 8 FUEL PUMPS (INCORRECTLY LABELLED WHEN HOVERING MOUSE) DOWN = EIN (ON)

UP = AUS (OFF) FAMILIARIZATION

SEE “ENGINE MANAGEMENT” SECTION TO KNOW MORE ABOUT THE FUEL

SYSTEM. 16 PART 3: AIRCRAFT & COCKPIT & COCKPIT AIRCRAFT 3: PART PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION BEACON SIGNAL DIRECTION. HORIZONTAL SCALE: NAVIGATION BEACON SIGNAL INTENSITY SCALE: NAVIGATIONVERTICAL SYSTEMINDICATOR LORENZ LANDING BLIND JU PILOT (KM/H) AIRSPEED INDICATOR - 88 A - 1 MAGNETOS (OFF/COURSE/MODE22) SELECTOR AUTOPILOTMODE BOTTOMSETS KNOB: QFE ALTIMETER (KM) CLOCK AND STOPCLOCK AND DIVE BOMBING RUN. WHICH YOU WILLSTART YOUR RED NEEDLE:ALTITUDE FROM ALTIMETER (KM) - WATCH 17 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION LIT = AUTOPILOTLIT = ENGAGED AUTOPILOTLIGHT JU PILOT - 88 A (M/S) (VERTICAL VELOCITY) VARIOMETER - 1 INDICATOR & TURNBANK AUTOPILOTSLIP INDICATOR ARTIFICIAL HORIZON 18 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION JU PILOT - 88 A (BOTTOM BAND) AUTOPILOTDIRECTION SLIP INDICATORSLIP (UPPER BAND)(UPPER DIRECTIONAL GYRO - 1 MAGNETIC COMPASS SETTTER KNOB SETTTER DIRECTIONAL GYRO REPEATERCOMPASS 19 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION NOSE GUNNER BOMBARDIER JU - 88 A - 1 ------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 20 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION PRESSURE(THROTTLE) SIMILAR FUNCTION TO BOOST OR MANIFOLD SUPERCHARGER PRESSUREGAUGE (ATA) RPM (U/min) RPM TEMPERATURE(DEG C) WATERRADIATOR RED YELLOW GREEN INDEX: MINUTE 1 MAX OPERATION LIMIT INDEX: INDEX: SETTING FORINFINITE OPERATION INDEX: INDEX: 30 MINUTES MAX OPERATION LIMIT DOWN: FUEL PRESSURE UP:OIL PRESSURE FUEL PRESSURE(KG/CM2) NOSE GUNNER BOMBARDIER JU 21 - 88 A - 1 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION (TOTALCAPACITY: OIL)L 240 L FUEL, 1720 CONTENTSFUEL SELECTOR 5: 5: RECHTS 4: LINKS 3: INNEN 2: 1: RUMPF AU (ALL TANKS(ALL LEFT SIDE) ON GAUGE(L) FUEL ß EN – - - - LEFT OIL TANK OIL LEFT L) (120 – INNER FUEL TANKS INNER FUEL EACH)L (430 OUTER FUEL TANKSFUEL OUTER EACH) L (430 FRONTFUSELAGE TANK FUEL (NOT IMPLEMENTED) RIGHT OIL TANK OIL RIGHT L) (120 ILLUMINATION PRIMARYCOCKPIT ILLUMINATION SECONDARYCOCKPIT (ALL TANKS(ALL SIDE) RIGHT ON GAUGE(L) FUEL TEMPERATURE (DEGC) AIR AMBIENT NOSE GUNNER BOMBARDIER 22 JU - 88 A - 1 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION NOSE GUNNER BOMBARDIER JU - 88 A - 1 CRANK BAY BOMB MANUAL 23 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION NOSE GUNNER BOMBARDIER JU - 88 A - 1 TAILWHEEL LOCK BOMBSIGHT 24 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION VENTRAL GUNNER JU - 88 A - 1 ------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: LEFT LEFT MOUSEBUTTON CUSTOM KEY L_SHIFT_C L_ALT+F2 C 25 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION GUNNER DORSAL JU - 88 A - 1 ------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: LEFT LEFT MOUSEBUTTON CUSTOM KEY L_SHIFT_C L_ALT+F2 C 26 F10 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION • • NOTES They Any back not switcher Your take turret the just gunner control AI to need or control your can other to of gunner double call the of air your out gun crew - position click fighters . turret, In position other on and the you if words, you available (like should switched have the your use bombardier) slot your back gunner the in in to “L_ALT+F multiplayer - game your will can not pilot chat 2 ” be . fire once seat, info manned unless they it window is the possible by clicked other AI enabled takes on that players the control . the “flag” However, in AI of multiplayer . gunner it . To if give you will . 27 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION BAD BAD MORE DRAG, = SPEEDLESS ENGINE THE AIRFLOW GOOD MORE= COOL TO ANNULAR WATER RAD OPEN RISK OF ENGINE OVERHEAT BAD AIRFLOW LESS= ENGINE, THE COOL TO HIGH GOOD DRAG, LESS= SPEED MORE ANNULAR WATER RAD CLOSED 28 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION CRITICAL COMPONENTS (ANNULAR) RADIATOR WATER FUEL TANKS CABLES CONTROL WING SPARSWING 29 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION A TAILNUMBER HOWTO RECOGNIZE 30 PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION 31 PART 4: CONTROLS directional controls(ailerons, elevators, rudder)and selectedtoggle engine (ignition) ToggleFuel Cock #6 ToggleFuel Cock #1 Dropordnance(bombs) secondary toggle cockpit primary illuminationtoggle ChocksWheel DESCRIPTION Open / Close Bomb BayBombDoors / Close Open Extend Airbrakes RetractAirbrakes all select engines #2select engine #1select engine View of Field (allows View+ Field of you to zoom out) Trim controls(elevator/rudder) – (allowsyouto zoomin) cockpit illumination #7 #2 JUNKERS JU N / LCTRL+N (CUSTOM)/ LCTRL+N N L_SHIFT+3 L_SHIFT+2 L_SHIFT+1 Joystickhat switch axes JoystickPedal& Rudder bydefault“I” B MAPPEDTO - 88 A - 1 (CUSTOM) ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL COCKPITIN CLICKABLE (NOTESSENTIAL CLICKABLE!) ESSENTIAL CLICKABLE CLICKABLE ESSENTIAL ESSENTIAL / NON IN COCKPITIN COCKPITIN - ESSENTIAL 32 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 #5position (ventralgunner) #2position (bombardier) Position #1(pilot) gunsight Wheelbrake JUNKERS JU MAPPEDTO C L_ALT+3 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 - Setto keyboard otherwise. 88 A Axis for Axis second - 1 ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL / NON - ESSENTIAL 33 PART 4: CONTROLS Increase/decreasebomb distributor salvo quantity bomb mode selector Autopilotright (aircraft turnsright while in autopilot) Autopilotleft (aircraftturnsleft while in autopilot) directionalgyro directionalgyro course setter course setter Course autopilot Course autopilot DESCRIPTION SelectedSupercharger SelectedSupercharger Toggle bombsightautomation Bombsight velocity +/ Bombsight+ / altitude Select bombbay previous/Next Increase/decreasesightdistance Increase/decreasebomb distributor delay toggle bomb short delay toggle bombs armed – – decrease increase – – – – decrease increase NextMode PreviousMode – - - – – next/ previous (salvo/series/single) Next Step PreviousStep JUNKERS JU A MAPPEDTO Q (CUSTOM) (CUSTOM)L_CTRL+Q SEE BOMBER NUMPAD SEE BOMBER NUMPAD 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 - 88 A - (CUSTOM) - 1 ESSENTIAL ESSENTIAL ESSENTIAL CLICKABLE CLICKABLE ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL / NON IN COCKPIT IN COCKPIT - ESSENTIAL 34 • 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

35 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 36 was S . m much . K . H . PART 5: WEAPONS AND ARMAMENT 37 PART 5: WEAPONS AND ARMAMENT RECOMMENDED: 4 x GP SC 250 RECOMMENDED:GP x 4 WING RACK SC 50 GP RECOMMENDED: x 10 REARBOMB BAY SC 50 GP RECOMMENDED: x 18 FRONT BOMB BAY 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 38 PART 5: WEAPONS AND ARMAMENT 39 PART 6: TAKEOFF 17. 16. 15. 14. 13. 12. 11. 10. 9. 8. 7. 6. 5. 4. 3. 2. 1. NOTE : This climb pitch Raise Rotation which small Gradually ( Perform direction Make Taxi least Wait Select Select Engine Make Switch Crack Prop Oil Select tanks) are LCTRL+ Fuel 100 procedure rad filled to cocks % pitch 40 for until landing brake rate throttle . sure sure should both Engine Engine ), the Magnetos and 1 ignition! deg good last and oil is by for is throttle full runway your engine for at you water engines input temperature is selecting at C takeoff takeoff LCTRL+ 185 lift # # . gear NOT about oil fine both 250 2 1 are propeller (press off & ( ( to rad km/h to . L_Shift L_Shift the is (RPM and up km/h water facing . ( engines by M 2 checks an L_Shift keep operating fully . real inner for 1 “I” itself . flaps Compensate +M inch Be . @ - + + fuel to is rad life by yellow the open 2 : 2 1 very 100 tanks clear + Canopy reach ) ) set and naturally default) start . temperatures and cock 3 aircraft ) at % . ( careful to 100 - throttle (“Clear panels with up ) 2300 repeat . at # BOTH Closed, procedure, 1 for % . least straight and the ) as RPM on prop!”) engine steps back (not your Fuel # 40 . the Water 2 while . deg toggle) it visible to 3 Slightly Contents tyres runway has torque to approx C & 8 you been and . will Oil . in Make push . are and . cockpit, simplified Rads This Gauge burst water 1 . 15 beginning the sure wind means fully ATA at rad Selector yoke use around that in open, (orange using the temperature you key forward your your sim ( are 200 Full rudder bindings 3 . line) – engine climb facing inner Fine km/h to . Lower pedals to lift . . prop fuel . Your main Mine the reach the tanks pitch right prop best fuel and tail, are at 40 PART 7: LANDING 7. 6. 5. 4. 3. 2. 1. strike. force your aircraftto nose over intoprop a Be careful not to overheatyour brakes or Tap your brakes until you come to afull stop. Yoke fully back. Touchdown at 180 km/h in a 3 pointed to the end of the runway. Cut throttle try to and keep your nose Deploy flaps (fully down) and landing gear. prop pitch to fine full (100 %). Water andoil 800 m (1500 Startyour approach at 200 km/h @ approx. ft rads AGL). fully open (100 %) and set - point landing. 41 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 pistons driven off the crankshaft, three valves per cylinder, and an inverted V layout. It also had an open-cycle cooling 43 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 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 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.

44 PART 8: ENGINE MANAGEMENT 45 PART 8: ENGINE MANAGEMENT • • • gauges they settings During Radiator and The fully open youif you are 100 closing them).Note:= opening% or be readwater the though as rad info windowwill onlytell read frominfo the radiatoroil windowin %(onlythe can radiators canbe approximated fromcrankthe position or and forlimits and red indexesare visual markerstoremind youthe of what you should everycheck minute.green, The orange RPMindicatorThe (1) and manifoldthe pressure (2)are Oil RadOil (OUTBOUND) Min Water Rad Min should prop infinite operation(green) resulting a in • • • once mission, the 100 % WATER% 100 during OIL % / 100 WATER% 75 during OIL 75% / WATER75% during OIL % / 50 Max 1 min operation1 (red), settings pitch use cockpit in . RPM Max a You ( 5 while the TEMPERATURES ) : . can or is flight affected from for read Deg Deg (Unit) the C C lead an your . The oil (3) waterThe oil and . (4) pilots normal operationnormal takeoff &climb info by usually 30 minoperation (orange) landing engine JU both A window 80 40 90 40 - to - 88 1 know calls manifold settings . out what his from pressure settings engine the 3 1 4 2 5 46 ENGINE ITSELF! GAUGE IS ON THE 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 Superchargers 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 47 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 48 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 49 - Simply critical an power speed is in from may fuel the the air or is PART 8: ENGINE MANAGEMENT • • • • • • SUPERCHARGER OPERATION TUTORIAL (PART 1) Operation Altitude Supercharger Stage 2 Operation Altitude Supercharger Stage 1 “COMP” at “COMP” 100 % means supercharger the in secondis gear. at “COMP” 0 % the meanssupercharger is infirstgear. You need to be above 1500 m to see adifference. Supercharger has no effectat low (under 1200 altitudes m). Supercharger PreviousStep” mapped to “LCTRL+Q” and “Selected My key custom bindings are: “SelectedSupercharger bugged and does notwork. Do not use the “SelectedSupercharger Supercharger blower) supercharger gears using the “Selected You switch between first(low blower) and second (high control speed The supercharger on the centrifugal type supercharger – – ALTITUDE Next Step”mapped to “Q”. Previous / NextStep” controls. ITA: GER: M UK: GER: M UK: (Unit) ft M ft Jumo 211 211 is atwo JU 1220+ 1220 A 0 - - 88 1 with automaticboost – Cycle” control. It is - – CONTROL(HIDDEN) GEARSWITCHSUPERCHARGER 50 PART 8: ENGINE MANAGEMENT • • • • • SUPERCHARGER OPERATION TUTORIAL (PART 2) Operation Altitude Supercharger Stage 2 Operation Altitude Supercharger Stage 1 position And Right Left 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 the switch has all Engine Engine supercharger your index has to . engines (low first Make an switch you engines I an . to altitude deliberately # # in If ATA in blower) supercharger ALTITUDE 2 1 ATA second you second need sure first (LSHIFT+ (LSHIFT+ (LSHIFT+ to of gear ATA of . second have to 0 . gear to If ITA: GER: M UK: GER: M UK: (Unit) gear, gear . 1 gear 85 is adjust behaviour . ft 12 M ft do 2 1 you 3 too . ) ) ) and . chose If and and you their gear and it (high high, gear you are individually throttle a repeat will you’re a RPM (high to are under (AUTO/MAN MODES) (AUTO/MAN you throttle RPM . blower) (low see fly done! over JU steps can so 1220+ blower) of 1220 A an of 0 - high blower) - 1200 your 88 1 1800 cook increase 2000 for 1500 2 & to to ( ATA 4000 or each . the m, prop 4 show . (supercharger . m, hit and (supercharger and in engine you + you engine “LCTRL+Q” manifold pitch m) the RPM you need need . and right the are : at to pressure to run not to difference gear the engine have gear have switch the over same 1 (ATA) 2 your your ) left ) the on to CONTROL(HIDDEN) GEARSWITCHSUPERCHARGER 51 PART 8: ENGINE MANAGEMENT (GREEN) TANK OUTER EXTERNAL DROPTANK (NOTGAME) IN • • • FUEL MANAGEMENT SYSTEM Youdiagram can thefuel see below: tank.fuel youeach withwhat ison going diagram”. “pumping This basically tells The transfer pumps. The • • nine switch box “ “ Aus Ein - ” (DOWN)is ON. ” is(UP)OFF. lamp indicator (BLACK) TANKOIL (RED) is used toisused control fuel is used as a as isused (YELLOW) INNER TANK INDICATOR NINE - SWITCHBOX LAMP 52 PART 8: ENGINE MANAGEMENT main tanks (see next slide). fromyour outer reserve tanks to your inner have a OVERALL,just remember that when you 7. 6. 5. 4. 3. 2. 1. NOTE: Yourtakeonly engines (main) tanks… inner fromthe fuel NOT outer fromthe(reserve) tanks. FUEL MANAGEMENT SYSTEM from reserve tanksto maintanks!” startknow “hey dude, transferring fuel It basically50 %.isreminder ato letyou leftmain tanksright or inner areunder redInner lampsL areeither when lit tanks tanktomain rightinner only. from fuel sending BOTH outerreserve Rightyellowtransfer fuel lit= V is pump tanks tomain tank leftinner only. from fuel sending BOTH outerreserve Left transfer yellowfuel lit= V is pump tankinner lit).V (right lefttankrightor the innerlit)(leftV arethatfuel pumps transfer the lampsyellow withThe inner “V” fromfuel BOTH outertanks tothe either litatbe alltimes. Theypumpsof your should are engines. fuel the red outerlampsThe the with “V” indicatesthe "L" and emptying. indicates "V" The filling/pumping seat. leftthe pilot ofYouon the There arepanel on the lamps fuel six can read letters V them: in red lit up L , it’s time to take fuel 3 5 7 7 6 3 - V - L 53 - L - V - V. PART 8: ENGINE MANAGEMENT outer right tank to both inner tanks. that switch transfers6 (fuel cock # 7) fuel from the fuel from the outer left tank to both inner tanks, and Just remember that switch (fuel cock5 6) transfers# you useless junk words, other In itemsswitches highlighted in switchesThese are pretty… butwhatdo theydo? FUEL MANAGEMENT SYSTEM Visible Visible switchlabel Kraftst.Pump.rechts Kraftst.Pump.links should remember 8 6 5 3 2 1 8 6 5 3 2 1 thatforget. you should . In Fuel Fuel - Fuel Fuel Fuel Fuel Game Label Game cock #8 cock #7 cock #6 cock #5 cock #4 cock #3 -- -- GREEN (FUNCTIONAL, Pump EIN Pump EIN Pump EIN (FUNCTIONAL, Pump EIN (FUNCTIONAL, Pump EIN (FUNCTIONAL, Pump EIN (always on) (always on) : : : : : : iswhat ON ON ON ON ON ON RED fuel fuel fuel fuel fuel fuel / / / / / / AUS AUS AUS AUS AUS AUS from from from from from from : : : : : : are BUT BUT BUT BUT OFF OFF OFF OFF OFF OFF rear forward right left RIGHT LEFT USELESS USELESS USELESS USELESS drop fuselage drop outer outer fuselage tank tank tank SINCE SINCE SINCE SINCE tank tank to to to the tank the to to FWD FWD WE WE both left both both right to DON’T DON’T AND AND inner inner both inner inner inner REAR REAR HAVE HAVE inner tank tanks tanks tanks tank FUSELAGE FUSELAGE only tanks EXTERNAL EXTERNAL . Both . only . Both Both . 1 Action Left . . Both yellow Right yellow yellow yellow TANKS TANKS FUEL FUEL yellow 2 yellow V V V V should TANKS) TANKS) should ARE ARE should should V V 3 should NOT NOT should be be be be IMPLEMENTED IMPLEMENTED lit lit be 5 lit lit . . be . . lit lit . . 6 IN IN 8 CLOD) CLOD) 54 PART 9: AIRCRAFT PERFORMANCE uSpZROuEd https • • • Touchdown Landing Approach Landing Speed OptimalClimb MaxDive Speed Rotation Takeoff resource Operations Guards or It climb 300 found In Best For : //drive engine practice, – – – and airspeed rate more out 3 . NGN Composite (link google 340 . performance, km/h GER/ITA: mph UK: that information 4 Checklist AIRSPEEDS lots c for below) km/h 0 . com/open?id= JRNHJpYkk&authuser= a climb of climb allowed . . Aviation experienced : 250 It on consult speed is 0 either km/h B 180 200 250 675 185 - for a Regiment between fantastic a the 0 aircraft better pilots 2 nd 55 PART 9: AIRCRAFT PERFORMANCE 56 PART 9: AIRCRAFT PERFORMANCE 57 YOUR MAGNETIC HEADING COURSE SETTER (RED TRIANGLE) COURSE SETTER

DIRECTIONAL GYRO (TOP BAND) MAGNETIC COMPASS (MC) REPEATER COMPASS (RC) + COURSE SETTER (CS) AUTO-PILOT SETTER (BOTTOM BAND) GIVES YOU YOUR MAGNETIC HEADING. THE WHITE INDICATOR IS YOUR COURSE SETTER AND “REPEATS” WHAT THE MAGNETIC COMPASS DIRECTIONAL GYRO (DG) CAN BE SET TO THE RED TRIANGLE IS YOUR ACTUAL HEADING. IS SHOWING (SINCE YOU DON’T HAVE AN ANY HEADING YOU WANT. IT IS EXTRA SET OF EYES). RECOMMENDED FOR THE DG TO BE SET TO WHEN YOU SET A COURSE WITH THE COURSE YOUR CURRENT HEADING SHOWN BY THE SETTER AND THE RED TRIANGLE AND THE WHITE COURSE SETTER ALLOWS YOU TO CREATE A MAGNETIC COMPASS (AND REPEATER). INDICATOR ARE ALIGNED, IT MEANS THAT YOU REFERENCE MARK ON THE COMPASS TO A THIS WAY, YOUR MG, RC AND DG ALL SHOW ARE ON COURSE. HEADING OF YOUR CHOICE. THIS WAY, YOU THE SAME HEADING, WHICH IS A JUST NEED TO STEER THE AIRCRAFT (AND MAGNETIC HEADING, NOT GEOGRAPHIC. AS YOU CAN SEE IN THE PICTURE ABOVE, WE ARE MOVE THE REPEATER NEEDLE) TOWARDS THE AUTO-PILOT “SETTER” MUST BE LINED ABOUT 8 DEGREES OFF-COURSE. THE “COURSE” SET ON THE COURSE SETTER. UP WITH THE DIRECTIONAL GYRO. THE AUTO-PILOT WILL STEER THE 58AIRCRAFT TO

PART 10: COMPASS TUTORIAL COMPASS 10: PART LINE UP BOTH TOP 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. 59 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

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

60 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.

61 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, 1831–2007.62 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

63 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

64 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.

65 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 66 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 67 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 68 . 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 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 Ju-88 consumes approximately 475 Liters of fuel per hour if we stay at engine DISTANCE: 58.1 km settings for a max climb rate. • If we fly at 350 km/h, based on fuel capacity, we can deduce that @ 100 % fuel we can fly around for 3.6 hours of flight time, which gives Left click and drag us a max flying distance of 1260 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 350 km/h, we simply multiply our max takeoff fuel load (100 %) by the ratio of the distance we need to fly on the maximum distance @ max takeoff weight (1260 km): • 100 % * 200 km / 1260 km = 16 % fuel approx. That is what we need.

PART 11: BOMBING BOMBING 11: PART • We can round that up to 20 % to be very conservative. So there we go, we need roughly 20 % fuel. • Note: you could also takeoff with a full fuel load and full bomb load if you wanted to. The Ju-88 can still fly. This practice is simply to teach you how to plan your fuel for a real mission intelligently. 69

TUTORIAL PART 11: BOMBING BOMBING 11: PART

70 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

71 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 • FRONT BOMB BAY: 18 X SC 50 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay. • REAR BOMB BAY: 10 X SC 50 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay. • WING RACK: 4 X SC 250 GP bombs with a C-50 fuse (high altitude) with a 0 sec fuse delay. • See the Weapons and Armament section to know more. • Our bombing altitude will be 6,000 m. We could go as high as 8,000 if we wanted to. • Why do we ask ourselves this question? Simply because the challenge of a bomber pilot is the sheer workload behind it. You are doing by yourself the task that took two dedicated guys or more to do. Therefore, our goal is to reduce the workload as much as possible by doing as much as we can on the ground so we can concentrate on 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 TUTORIAL 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 trouble. • If you have 9 guys flying for an hour to get to a target that are waiting on your command to drop their

PART 11: BOMBING BOMBING 11: PART 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 ground. This way, you just need to make small adjustments when you get to target rather than set everything up in a hurry. 72 • You will need your target elevation to set up your bombsight properly. 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

73 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 Ju-88 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 74 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

75 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 76 PART 11: BOMBING TUTORIAL 2. 1. IS WHATWHICH YOU READON YOUR INSTRUMENTS. NOTDO CONFUSE TAS IAS WITH BOMBSIGHTS 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 77 PART 11: BOMBING TUTORIAL HOW AM I DOING? BOMBING TUTORIAL enter bomb) Be smart a while bombsight : set you up are your airspeed still bombsight on of 1 the 400 ground 6 km/h in advance – . and This PHASE 1: PLANNING THE MISSION an will (set altitude save airspeed you of 5840 time 2 and m and . altitude trouble at . which In our case, you 3 want we will to 6. 5. 4. 3. 2. 1. DROP BOMBS BOMB SALVO QTY DELAY BOMB DISTRIBUTOR INPUT (AGL) BOMBSIGHT ALTITUDE INPUT (TAS) BOMBSIGHT AIRSPEED CORRECTIONWIND 4 5 78 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 battles link our up bombs usually with you and take and head place protect back and you home avoid . 79 . 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 aileron 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 - 80 pilot your . PART 11: BOMBING TUTORIAL PHASE 4: FLYING TO TARGET BOMBING TUTORIAL STEP 6 5 4 3 2 1 JU 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 - 88 AUTOPILOT OPERATION TABLE AIRCRAFT WITHCOURSE BY SETTER CONSULTING THE BAND WITHTHE DIRECTIONAL GYRO BAND USING THE DIRECTIONAL GYRO TO SAMETHE HEADING READ BANDS ARE LINED UP, AIRCRAFT USING THE ENGAGE DESIRED AUTOPILOT BAND DIRECTIONAL GYRO BAND MAGNETIC COMPASS REPEATER COMPASS 81 COURSE SETTER BOMBING TUTORIAL JU-88 BOMBSIGHT OPERATION TABLE PHASE 5: BOMBING RUN 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. 4 SELECT BOMB BAYS 1 & 2 (ALL). 5 SELECT BOMB DISTRIBUTION MODE (SINGLE/SERIES/SALVO). FOR HIGH ALTITUDE, SALVO IS RECOMMENDED. 6 SELECT BOMB DISTRIBUTOR DELAY (“0” IS RECOMMENDED FOR HIGH ALTITUDE PRECISION BOMBING) 7 SELECT BOMB SALVO QTY (“MAX” IS RECOMMENDED IF YOU WANT TO DROP ALL YOUR PAYLOAD). BOMBSIGHT 8 CHECK AIRSPEED AND ALTITUDE IN THE BOMBARDIER SEAT. 9 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. TUTORIAL 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

PART 11: BOMBING BOMBING 11: PART 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 BOMBSIGHT THAT MOST BOMBS WILL BE DROPPED IN FRONT OF THE RETICLE AND THE REST BEHIND THE RETICLE. 82 BOMBING TUTORIAL PHASE 5: BOMBING RUN CHUCK’S BOMBER NUMPAD (APPLICABLE TO JU-88) OTHER USEFUL COMMANDS NUM / * - (APPLICABLE TO JU-88) 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 83 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 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.

• 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.

84 PART 11: BOMBING TUTORIAL PHASE 5: BOMBING RUN BOMBING TUTORIAL BOMBS DOOROPEN! 85 BOMBING TUTORIAL PHASE 5: BOMBING RUN

BOMBS WILL FALL IN FRONT AND BEHIND

THIS POINT.

TUTORIAL PART 11: BOMBING BOMBING 11: PART

BOMBSIGHT AUTOMATION ENABLED BOMBS ARE DROPPED AT APPROX 2286 DEG BOMBING TUTORIAL PHASE 5: BOMBING RUN

CLOSE ENOUGH!

TUTORIAL PART 11: BOMBING BOMBING 11: PART

87 88