Chuck Il-2 Battle of Stalingrad Guide

IL-2 BATTLE OF STALINGRAD

1

WHERE TO FIND WHAT:PERFORMANCE SHEET p 3

LAGG-3 SERIES 29 p 4YAK-1 SERIES 69 p 24LA-5 SERIES 8 p 43Il-2 MOD 1942 p 62PE-2 SERIES 87/110 p 82

BF.109F-4 p 123BF.109G-2 p 143FW190A-3 p 163JU-87D-3 p 185HE-111H-6 p 205 2

3

(Unit) LaGG-3 Yak-1 La-5 Il-2 Pe-2 Bf.109F4 Bf.109G2 Fw190A3 Ju-87 He-111

TEMPERATURESWater Rad Min

Max

Deg C 80

100

80

100

- 80

110

40

100

40

100

40

100

- 60

100-110

40

95

Oil Rad (OUTBOUND) Min

Max

Deg C 40

100

40

100

55

75

70

115

- 40

80

40

80

40

110

30

105

35

95

Oil Rad (INBOUND) Min

Max

Deg C - - - 40

80

- - - - - -

Cylinder Head Temp Min

Max

Deg C - - 120

200

- - - - - - -

ENGINE SETTINGSTakeoff RPM RPM 2700 2700 2400 2200 2700 2600 2500 2500 2500 2400

Takeoff Manifold Pressure RU: mm HgGER: ATA

1050 1050 1150 1150 1050 1.3 1.3 1.3 1.3 1.35

Climb RPM RPM 2600 2650 2300 2050 2600 2600

30 min

2500 2400 2450

30 min

2300

30 min

Climb Manifold Pressure RU: mm HgGER: ATA

1020 1050 1150 1050 1050 1.3

30 min

1.3 1.3 1.25

30 min

1.15

30 min

Normal Operation/Cruise

RPM

RPM 1700 1850 2300 1850 2200 2200 1900 2200 2100 2200

Normal Operation/Cruise

Manifold Pressure

RU: mm Hg

GER: ATA1020 850 900 850 1020 1.0 1.0 1.1 1.2 1.10

Combat RPM RPM 2650 2650 2400 2050 2600 2600 2500 2400 2250 2300

Combat Manifold Pressure RU: mm HgGER: ATA

1050 1050 1150 1050 1050 1.3 1.3 1.32 1.2 1.15

Emergency Power/ Boost

RPM @ km

RPM 2700 2700 2400

10 min max

2200 2700 2700

1 min

max

2500 2600

7-8 min max

2600

1 min max

2400

1 min max

Emergency Power / Boost Manifold

Pressure @ 1 km

RU: mm Hg

GER: ATA1050 1050 1150

10 min max

1150 1050 1.42

1 min

max

1.3 1.42

7-8 min

Max

1.4

1 min max

1.35

1 min max

Supercharger Stage 1

Operation Altitude

m 0

2000

0

2500

0

2000

- 0

2000

- - - Auto/man

modes

Auto/man

modes

Supercharger Stage 2

Operation Altitude

m 2000+ 2500+ 2000+ - 2000+ - - - Auto/man

modes

Auto/man

modes

*Landing Approach RPM RPM 2600 2200 2400 1800 2700 1500 1500 - 2000 2300

*Landing Approach Manifold

Pressure

RU: mm Hg

GER: ATAAs required 600 As required 600 As required 0.6 0.6 - 0.6 As required

Notes Open Oil

Radiator at all

times

Close Oil

radiator in

combat

Flaps 30 on

Takeoff & 15 on

Landing

Lock tailwheel

on takeoff

No Abrupt

Throttling

Eng. very

sensitive to

ata/rpm

AIRSPEEDSTakeoff Rotation km/h 190 200 180 190 250 180 180 200 170 150

Optimal Climb Speed km/h 270 260 250 250 240 280 280 270 230 N/A

Landing Approach km/h 200 180 200 200 200 180 180 190 190 200

Landing Touchdown km/h 170 150 170 150 160 160 160 150 150 140-150

Lavochkin-Gorbunov-Gudkov - -

LaGG-3 -3

By Chuck

SERIES 29

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TABLE OF CONTENTSPART I: THE AIRCRAFT

PART II: THE CONTROLS

PART III: TAKEOFF

PART IV: LANDING

PART V: ENGINE MANAGEMENT

PART VI: AIRCRAFT PERFORMANCE

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THistory

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Theprototype of the LaGG-3, I-301, wasdesignedby SemyonA. Lavochkin,VladimirP. GorbunovandMikhail I. Gudkov. It wasdesignatedLaGG-3 in serialproduction. Itsairframewasalmostcompletelymadeof timber, with crucialpartsprocessedwith Bakelitelacquer. Thisnovelwood-laminateconstructionwasmore durablethan regulartimber, wasincombustible,and rot.

It was, however, much heavier and pilots joked that rather than being an acronym of the designers'names (Lavochkin,Gorbunov, and Gudkov) "LaGG" stoodfor lakirovannygarantirovannygrob guaranteed due to its performancerelative to its opponent'saircraft at the time of its introduction (later variantswere more capable). Thefull woodenwing (with plywoodsurfaces)wasanalogousto that of the Yak-1. Theonly differencewasthat the wingswere built in twosections. Evenwith the lighter airframe and superchargedengine,the LaGG-3 was seriouslyunderpowered,which lead to many performanceissuesduring combat..

TheLaGG-3 provedimmenselyunpopularwith pilots. Someaircraft suppliedto the front line were up to 40 km/h (25 mph)slowerthan they shouldhavebeenandsomewere not airworthy. In combat,the LaGG-3's main advantagewasits strongairframe. Althoughthe laminatedwood did not burn it shatteredwhen hit by high explosiverounds. However, the LaGG-3 armamentwasconsideredformidable(23mm or 37mm cannon).

TheLaGG-3 was improvedduring production,resultingin 66 minor variantsin the 6,528 that were built. Experimentswith fitting a ShvetsovM-82 radial engineto theLaGG-3 airframefinallysolvedthe powerproblem,andled to the LavochkinLa-5.

The LaGG-3 was a refinement of the earlier LaGG-1, and was one of themost modern aircraft available to the Soviet Air Force at the timeof Germany'sinvasionin 1941. Overweightdespiteits woodenconstruction,at one stage12 LaGG-3s were being completeddaily and 6,528 had beenbuilt whenfactory31 in Tbilisiswitchedto Yak-3 productionin 1944.

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TThe Cockpit

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TLeft Side

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Supercharger LeverStage 1: AFTStage 2: FWD

UP DOWNLANDING GEAR

MIXTURELean: FWDRich: AFT

THROTTLEUP: FWDDOWN: AFT

RPMIncrease: FWDDecrease: AFT

RUDDER TRIM WHEEL

AILERON TRIM WHEEL

WATER RADIATOROpen: FWDClose: AFT

OIL RADIATOROpen: FWDClose: AFT

ELEVATOR TRIM WHEEL

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TFront Left

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Landing Gear Lights UP DOWN

CLOCK SPEED INDICATOR (x10 kph)

ALTIMETER(x100 m)

FUEL GAUGE (L)

MAGNETOS

DOWN UP

FLAPS LEVER

FLAPS INDICATOR (DEG)

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TFront Right

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VERTICAL SPEED INDICATOR (m/s)

COMPASS

TURN & SLIP INDICATOR

UP = OIL TEMPERATURE (DEG C)LOWER LEFT = OIL PRESSURE (kgf/cm3)LOWER RIGHT = FUEL PRESSURE (kgf/cm3)

TACHOMETER(x100 RPM)

MANIFOLD PRESSURE (x100 mm Hg)

WATER TEMPERATURE(DEG C)

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MECHANICAL LANDING GEAR INDICATORVISIBLE = GEAR DOWNRETRACTED = GEAR UP

TO SEE THE MECHANICAL LANDING GEAR INDICATORS, YOU NEED TO OPEN YOUR CANOPY (RALT+C)

GEAR IS UP

GEAR IS DOWN

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Important key bindingsWhat you have to cool down your engine are water radiator and oil

13WATER RADIATORCLOSED

WATER RADIATOROPEN

OIL RADCLOSED

OIL RADOPEN

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Important key bindingsTheLaGG-3, like most Russianplanes,hasa brakesystemsimilar to whatyouwould find in yourcar.In order to brake, you need to hold your wheel brake key while you give rudder input to steer your aircraft. Make sure you haveadequate mixture, RPM and Manifold Pressure settings or your turn radius will suffer. These factors matter inheavier planes like the Il-2 Sturmovik.

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FTaking off in the LaGG-3 is straightforward if you follow these steps for a cold engine start.

1) Crack your throttle about 15 %

2) Set your mixture to full rich

3) Close your water and oil radiator flaps

4) Set minimum RPM

6) Set your flaps to 20 degrees. 15

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F7) Wait for your oil radiator temperatures to reach 40 degrees C and your water radiator temperature to reach 80 degrees C.

8) Line yourself up on the runway and lock your tailwheelby pulling your stick back to keep your tailwheeldown.

9) Fully open your water and oil radiator flaps.

10) Throttle up full power, max RPM. Correct heading with small rudder input.

11) As soon as you reach 140 kph, center the stick and level out to pick some speed.

12) When you reach 190 kph, rotate gently.

13) Once you are up in the air, pull your gear up and start climbing. Adjust RPM and manifold pressure accordingly (see engine management in part V).

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1) Deploy landing gear when going slower than 300 kph.

2) Deploy full flaps when going slower than 250 kph.

3) Set your RPM to 2600 and adjust throttle as required to maintain approach speed at 200 kph.

4) Trim nose down as flaps generate extra lift.

5) Cut throttle whenreaching runwayand let yourself glideuntil you touch theground naturally.

6) Touchdown at 170

kph.

7) Once on the ground,pull back on the stickto lock your tailwheeland tap your brakes.

YoutubeLaGG-3 Tutorial

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PowerplantTheLaGG-3 is powered by the Klimov M-105. It is a V-12 liquid-cooledpiston engine.The M-105, designed in 1940, drew heavily on Vladimir experiencewiththe Hispano-Suiza12Y(license-built asthe M-100).

In addition to a two-speed supercharger,the M-105 had several improvements liketwo intakevalvesper cylinderanda counterbalancedcrankshaft.

About 129,000M-105and its variantswere built. Duringthe war, Klimov'sengineswereredesignatedfrom "M" (for "motor," engine)to "VK"for the leaddesigner'sinitials.

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Operating LimitsMin oil temperature: 40degC.

Maxoil temperature: 100degC.

Min water temperature: 80degC.

Maxwater temperature: 100degC.

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LOWER LEFT = OIL PRESSURE (kgf/cm3)LOWER RIGHT = FUEL PRESSURE (kgf/cm3)

WATER TEMPERATURE (DEG C)UP = OIL TEMPERATURE (DEG C)

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Recommended SettingsPro Tip: Progressively lean your mixture as you gain altitude in order to gain maximal power.Takeoff

Water and Oil radsfully openMax RPM, Max Manifold Pressure (MP)

ClimbOptimal climb speed: 270 kph2550-2700 RPM

Normal Operation (Cruise)1700 RPM

Combat2650-2700 RPM

Supercharger(increases Manifold Pressure @ higher altitudes)Stage 1below 2000 m altitude. Stage 2 over 2000 m.Lshift+ S to toggle supercharger stages

20TACHOMETER(x100 RPM)


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Range: 650 km

Fuel Max Capacity: ~440L

Endurance: 75 min (1h15)

Operational ceiling: 10000 m

Optimal Climb Speed: 270 kph

Best Climb Rate: 700 m/min

Turn time: 21-22 s

Note: Your fuel loadout will impact your performance,but also your water and oilradiator flaps, your trim, the air temperature and many other factors. Keepingyour speedupwithout blowing your enginewill require a heavyworkload that will diminishwith practiceandexperience. Performancedata often being subject to many factors (test conditions, state ofaircraft (capturedvs factory fresh),etc.), thesenumbersare to be takenwith a grainof salt. Justlike today,aircraft performancecanandwill varybetweenthe realvaluesandthe valuesthat yougeton paper.

360 km(36 squares)

230 km(23 squares)

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Coldweatherconditionsmodeledin Battle of Stalingradallow superiorenginepower incomparisonto valuesobtainedfor standardatmosphere.

LaGG-3 is heavier,slower and hasoverall worse performancethan any other fighter inthe sim. Begentleon the elevatorandmaintainhighspeedat all times. TheLaGGhasagreatroll rate: useit to youradvantage.

LaGG-3 can take more punishmentthan the 109. put their cannonsto the test,though.

TheLaGG-3 is not an agileplaneandbleedsa lot of energyduringsustainedturns. Yourbest chanceis to fight under 5000 m, which is where the 109s performanceare notoptimal. Gainenergyadvantageassoonasyou can: the 109will not want to engageyouon eventerms. The109hasslatson his wingsthat allow him to be muchmore agileatlow speedsthan youmight think: it canandwill probablyout-turn you.

ALWAYSfly with a wingman. Forcingthe 109to bleedhisenergyis the onlywayyouhavea chanceagainsthim. However,the LaGG-3 isverypotent againstenemybombers.

Donot attempt to outclimba 109unlessyouhavea (very)seriousspeedadvantage.

Moderateuseof flapsduring low-speedturns canhelp you get an anglefor a deflectionshot.

Do not engage a 109 in scissors: its slats give him the advantage during low-speed rolling manoeuvers.

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MAXIMUM SPEEDQMB CONDITIONS(Graph by Matt)

LaGG-3

Altitude(m)

Max Speed (km/h)

Yakovlev Yak-1 -1SERIES 69

By Chuck



PART III: TAKEOFF

PART IV: LANDING



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Its armament would be considered too light by Western standards, but wasperfectly typical of Soviet aircraft, the pilots of which preferred a few gunsgrouped on the centerline to improve accuracy and lower weight. Wing gunswere rarely used on Soviet fighters, and when they were they were often removed(as they were from US-supplied Bell P-39 Airacobras). Avoiding wing guns loweredweight and demonstrably improved roll rates (the same was true with the Bf 109F). The US and Britain considered heavy armament and highperformance necessary even at the cost of reduced agility, while the Soviets relied on the marksmanship of their pilots coupled with agile aircraft.

The importance of this type in World War II is often underestimated. Soviet naming conventions obscure the fact that the Yak-1 and its successors the Yak-7, Yak-9 and Yak-3 are essentially the same design, comparable to the numerous Spitfire or Bf 109 variants. Were the Yaks considered as one type, the 37,000 built would constitute the most

produced fighter in history.

Producedfrom early 1940, it was a single-seat monoplanewith a compositestructure and wooden wings. The Yak-1 was extremelymanoeuvrable,fast and well armed, and, just as importantly, it was easyto maintain and reliable. It formed an excellentbasisforsubsequentdevelopmentsfrom the Yakovlevbureau. In fact, it wasthe founderof a familyof aircraft,with some37,000beingbuilt. Asa reward, designerAlexanderYakovlevwas awarded the Order of Lenin - the highest decoration bestowedby the SovietUnion; a100,000rubleprize,plusa Zismotor car.

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FLAPSUP: FWDDOWN: AFT

TAILWHEELLOCK

MIXTURELean: AFTRich: FWD


RPMIncrease: AFTDecrease: FWD

ELEVATOR TRIM WHEEL

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WATER RADIATOROpen: FWDClose: AFT


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CLOCK

SPEED INDICATOR (x10 kph)

ALTIMETER(x100 m)

COMPASS


RPK-10 RADIO HOMING COMPASS CURRENTLY NOT IMPLEMENTED IN COCKPIT. See Pe-2 Guide for Blind Approach Tutorial for the RPK-10

MAGNETOS

LANDING GEARUP = UPDOWN = DOWN




WATER TEMPERATURE(DEG C)

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TWings

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FUEL GAUGE FOR EACH WINGSHOWS THE LAST 80 LITERS AVAILABLE (RESERVE).

TO SEE THE GAUGES, YOU NEED TO OPEN YOUR CANOPY (RALT+C)

FUEL GAUGE

FUEL GAUGE

GEAR IS UP

GEAR IS DOWN

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Important key bindingsWhat you have to cool down your engine are water radiator and oil


WATER RADIATOROPEN

OIL RADCLOSED

OIL RADOPEN

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Important key bindingsTheYak-1, like mostRussianplanes,hasa brakesystemsimilarto what youwould find in yourcar.In order to brake, you need to hold your wheel brake key while you give rudder input to steer your aircraft. Make sure you haveadequate mixture, RPM and Manifold Pressure settings or your turn radius will suffer. These factors matter inheavier planes like the Il-2 Sturmovik.

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FTaking off in the Yak-1 is straightforward if you follow these steps for a cold engine start.




4) Set minimum RPM

5

6) Set your flaps in the UP position. 34

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F7) Wait for your oil radiator temperatures to reach 40 degrees C and your water radiator temperature to reach 80 degrees C.

8) Line yourself up on the runway and lock your tailwheel LCtrl+Gby pulling your stick back to keep your tailwheeldown.






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1) Deploy landing gear when going slower than 300 kph.2) Deploy flaps when going slower than 250 kph. 3) Setting your RPM to 2200 and your manifold pressure to 600 mm Hg on approach is recommended. Adjust throttle as required to maintain approach speed at 180 kph.4) Trim nose down as flaps generate extra lift.5) Cut throttle when

reaching runwayand let yourself glideuntil you touch theground naturally.

6) Touchdown at 150kphwith a 3-pointattitude.


YoutubeYak-1 Tutorial

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PowerplantTheYak-1 is poweredby the Klimov M-105. It is a V-12 liquid-cooledpiston engine. TheM-105, designed in 1940, drew heavily on Vladimir experience withthe Hispano-Suiza12Y(license-built asthe M-100).

In addition to a two-speed supercharger,the M-105 had several improvements liketwo intakevalvesper cylinderanda counterbalancedcrankshaft.

About 129,000M-105and its variantswere built. Duringthe war, Klimov'sengineswereredesignatedfrom "M" (for "motor," engine)to "VK"for the leaddesigner'sinitials.

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Operating LimitsMin oil temperature: 40degC.

Maxoil temperature: 100degC.



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WATER TEMPERATURE (DEG C)

UP = OIL TEMPERATURE (DEG C)

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ClimbOptimal climb speed: 250 kph2600 RPM1050 mm Hg Manifold Pressure

Normal Operation (Cruise)1850 RPM850 mm Hg

Combat2650 RPM1050 mm Hg

Supercharger(increases Manifold Pressure @ higher altitudes)Stage 1 below 2500 m altitude. Stage 2 over 2500 m.Lshift+ S to toggle supercharger stages

39



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Range: 700 km

Fuel Max Capacity: ~410L


Operational ceiling: 10000m



Turn time: 19 s

Note: Your fuel loadout will impact your performance,but also your water and oilradiator flaps, your trim, the air temperature and many other factors. Keepingyour speedupwithout blowing your enginewill require a heavyworkload that will diminishwith practiceandexperience. Performancedata often being subject to many factors (test conditions, state ofaircraft (capturedvs factory fresh),etc.), thesenumbersare to be takenwith a grainof salt. Justlike today,aircraft performancecanandwill varybetweenthe realvaluesandthe valuesthat yougeton paper.

360 km(36 squares)

230 km(23 squares)

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Coldweather conditionsmodeled in Battle of Stalingradallow superior enginepower in comparisonto valuesobtainedfor standardatmosphere.

Yak-1 is lighter than the LaGG-3 and hasmuchbetter accelerationevenif it hasthe sameengine.

Yak-1 can take more punishmentthan the 109. put their cannonsto thetest, though.

TheYakis an agileplaneand bleedslittle energyduring sustainedturns. Under5000m, which is where the Yakexcels,the 109 will not want to engageyou oneven terms. The Yakwill have a slight advantageat low altitude levelsand intight turn fights. get cockythough: the 109hasslatson hiswingsthat allowhim to bemuchmoreagileat low speedsthan youmight think.

Donot attempt to outclimba 109unlessyouhavea seriousspeedadvantage.

Moderate use of flaps during low-speedturns can help you get an angle for adeflectionshot.

Be very careful if you engage a 109 in scissors: its slats give him the advantage during low-speed rolling manoeuvers.

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Yak-1

Altitude(m)

Max Speed (km/h)

Lavochkin La-5 -5SERIES 8

By Chuck



PART III: TAKEOFF

PART IV: LANDING



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In early 1942, two of the LaGG-1 and -3's designers,Semyon LavochkinandVladimir Gorbunov, attempted to correct this deficiency by experimentally fitting a LaGG-3 with the more powerfulShvetsov ASh-82radial engine.

By now, the shortcomings of the LaGG-3 had caused Lavochkin to fall out ofJoseph Stalin's favour, and factories previously assigned to LaGG-3 construction had been turned over to building the rivalYakovlev Yak-1 andYak-7. The design work required to adapt the LaGG-3 to the new engine and still maintain the aircraft's balance was undertaken by Lavochkin in a small hut beside an airfield over the winter of 1941-1942, all completely unofficially.

Whenthe prototype took flight in March, the result wasextremelypleasing- the fighter finally had a powerplant that allowedit to perform aswell in the air asit had beensupposedto on paper. Whilestill inferior to the bestGermanfightersat highaltitudes,the La-5 provedto be everybit their matchcloserto the ground. With most of the aircombatoverthe EasternFronttakingplaceat altitudesof under5,000m (16,404ft), the La-5 wasverymuchin its element.

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Aileron Trim Wheel

Elevator Trim Wheel

Rudder Trim Wheel

MIXTURELean: FWDRich: AFT



LANDING GEARControls

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COWL SHUTTERSOpen: FWDClose: AFT

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TFront Left

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FUEL GAUGE(L)


CLOCKSPEED INDICATOR (x10 kph)

ALTIMETER(x100 m) COMPASS


RPK-10*RADIO HOMINGCOMPASS

* See Pe-2 Guide for Blind Approach Tutorial for the RPK-10

LEFT CANNONRELOAD HANDLE

MAGNETOS

DOWN UP

FLAPS CONTROL

FLAPS INDICATOR

FORSAZ(ENGINE BOOST)PUSH = ON PULL = OFF

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CYLINDER HEAD TEMPERATURE (DEG C)(SIMILAR TO WATER RAD)VERTICAL SPEED

INDICATOR (m/s)

RIGHT CANNONRELOAD HANDLE

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Important key bindingsThe La-

forget to set your controls accordingly.

However, the La-5 still has an oil radiator.

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COWLING FLAPSOPEN COWLING FLAPS

CLOSED

OIL RADOPEN

OIL RADCLOSED

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Important key bindingsTheLa-5, like most Russianplanes,hasa brakesystemsimilarto what youwould find in yourcar.In order to brake, you need to hold your wheel brake key while you give rudder input to steer your aircraft. Make sure you haveadequate mixture, RPM and Manifold Pressure settings or your turn radius will suffer. These factors matter inheavier planes like the Il-2 Sturmovik.

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FTaking off in the La-5 is straightforward if you follow these steps for a cold engine start.



3) Close your cowling and your oil radiator flaps

4) Set minimum RPM

6) Set your flaps to 20 degrees. 53

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F7) Wait for your oil radiator temperatures to reach 55-60 degrees C and your cylinder head temperatures to reach between 120 and 205 degrees C.


9) Fully open your cowling and oil radiator flaps.


Note: You can use engine boost, but it is completely optional.



13) Once you are up in the air, retract flaps, pull your gear up and start climbing. Adjust RPM and manifold pressure accordingly (see engine management in part V).

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2) Deploy flaps 30 degrees when going slower than 250 kph.

3) Max RPM, throttle as required to maintain approach speed at 200

kph.

4) Trim nose down as

flaps generate extra

lift.


6) Touchdown at 170

kphwith a 3-pointattitude.


YoutubeLa-5 Tutorial

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PowerplantThe La-5 is powered by the ShvetsovASh-82 (M-82). It is a 14-cylinder, two-row, air-cooled radial engine developed fromthe ShvetsovM-62. TheM-62 was the result of developmentof theM-25, whichwasa licensedversionof the Wright R-1820Cyclone.

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Operating LimitsCylinderhead temperatureswill exceedoperatinglimits before oil temperature overheats, whichmakesmonitoring the oil temp a low priority (in-gamenot in real life !) . Checkthe cylinderheadtempsinstead.Min oil temperature: 55-60degC.Maxoil temperature: 75degC.Min cylinderheadtemperature: 120degC.Maxcylinderheadtemperature: 190-200degC.Whenusing Forsaz (boost),do not useit for morethan 10 minutes. Unlike the La-5, laterLa-5 F and La-5 FN variants allowed almostunlimited use of boost. was for (forimproved aircraft performance)and was for anewfuel injectionsystem.Donot useForsaz/Boostabove2000m.If your RPMstarts to oscillate, lean your mixtureprogressivelyuntil RPMstabilizes.

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CYLINDER HEAD TEMPERATURE (DEG C)

UP = OIL TEMPERATURE (DEG C)

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Recommended SettingsWhen usingforsaz/boost, makesure that you haveyour cowl flaps open. Boost is disengagedautomatically when supercharger stage 2 isengaged.Oil radiator should be open at all times, as it wasdesigned to have minimal impact on aircraftperformance,openor not.NormalOperation(maximalperformance& speed)

2300RPM,900ManifoldPressureCowlflapsfully closedMixture at 80%

Supercharger (increases Manifold Pressure @ higheraltitudes)

Lshift+Sto togglesuperchargerstagesStage1 below2000m, Stage2 above2000mNote: La-5 manual recommends using Stage 1 ataltitudesunder3500m andStage2 above3500m in tosavefuel.

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Range: 750 km

Fuel Max Capacity: ~440 L





Turn time: 22 s

Note: Your fuel loadoutwill

performance, but also your cowl flaps, your trim, the air temperature and many other factors. Keeping your speed up without blowing your engine will require a heavy workload that will diminish with practice and experience. Performance data often being subject to many factors (test conditions, state of aircraft (captured vs factory fresh), etc.), these numbers are to be taken with a grain of salt. Just like today, aircraft performance can and will vary between the real values and the values that you get on paper.

360 km(36 squares)

230 km(23 squares)

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Coldweather conditionsmodeled in Battle of Stalingradallow superior enginepower in comparisonto valuesobtainedfor standardatmosphere.

Evenif the La-5 isa direct improvementover the LaGG-3 design,youshouldnotexpectall of its inherentproblemsto bemagicallyfixed.

Addition of slatshelpsslow speedhandling,but will not help you turn better athigherspeeds.

The wing of the La-5 is still the same as the LaGG-3, which has a nastyacceleratedstall. An acceleratedstall is inducedby the pilot when the aircraft isflyingat highspeedsandhepullstoo hardon the stick.

Turn performanceis pretty much the same as the LaGG, even if stall can beslightlydelayeddueto higherpowerandhigherairspeed.

Besmoothwhenpullingthe stick: youwill maintainairspeed.

The La-5 bleedsairspeedvery easily. Youshould fly it like a high-speedenergyfighter anduseboomandzoomtactics.

Youshoulduseminimalelevatorinput andfocuson usingthe La-5 excellentrollrate,whichiscomparableto the FW190 .

Useyour flapsto forestallwingbuffet at slowspeeds. It will saveyour life.

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La-5

Altitude(m)

Max Speed (km/h)

By Chuck

MOD. 1942Il -2 Sturmovik -2

Ilyushin



PART III: TAKEOFF

PART IV: LANDING



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THistory

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TheIl-2 is a single-engine,propeller-driven,low-wingmonoplaneof mixedconstructionwith a crewof two (onein earlyversions),speciallydesignedfor assaultoperations. Its mostnotablefeaturewasthe inclusionof armor in anairframeload-bearingscheme. Armorplatesreplacedthe frameandpanelingthroughout the nacelleand middlepart of the fuselage,and an armoredhull madeof riveted homogeneousarmor steelAB-1 securedthe

engine,cockpit,water andoil radiators,andfuel tanks.

Thanksto the heavyarmor protection, the Il-2 could take a great dealof punishmentand proveddifficult for both groundand aircraft fire to shootdown. One Il-2 in particular was reported to have returned safely to basedespite receivingmore than 600 direct hits and havingall its controlsurfacescompletelyshreddedaswell asnumerousholesin its main armor and other structural damage. Someenemypilots favoredaimingdowninto the cockpitandwingroots in divingattackson the slow,low-flyingIl-2 formations.

With 36,183 examplesof the Il-2 producedduring the war, and in combinationwith its successor,the IlyushinIl-10, a total of 42,330 were built,makingit the singlemostproducedmilitary aircraftdesignin all of aviationhistory.

The idea for a Soviet armored ground-attack aircraft dates to the early 1930s, when DmitryPavlovichGrigorovichdesignedTSh-1 andTSh-2 armoredbiplanes. However,Sovietenginesat thetime lackedthe power neededto providethe heavyaircraft with goodperformance. In 1938, theIl-2 wasdesignedby SergeyIlyushinandhisteamat the CentralDesignBureau.

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TThe Cockpit

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TLeft Side

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FLAPSUP: AFTDOWN: FWD

WATER RADIATOR FLAPSCLOSE: AFTOPEN: FWD

MIXTURELean: AFTRich: FWD



LANDING GEARUP: AFTDOWN: FWD

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TRight Side

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TAILWHEEL LOCKLOCKED: UPUNLOCKED: DOWN


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TFront Left

68INBOUNDOIL TEMP (DEG C)

SPEED INDICATOR (x10 kph)

ALTIMETER(x100 m)

COMPASS


ELEVATOR TRIM CRANK FUEL

(L)

UP = OUTBOUND OIL TEMPERATURE (DEG C)LOWER LEFT = OIL PRESSURE (kgf/cm3)LOWER RIGHT = FUEL PRESSURE (kgf/cm3)


MANIFOLD PRESSURE (x100 mm Hg)WATER TEMPERATURE

(DEG C)

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TFront Right

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ARTIFICIAL HORIZON

MAGNETOS

VERTICAL SPEED INDICATOR (m/s)

CLOCK

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TWings

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TO SEE THE INDICATORS, YOU NEED TO OPEN YOUR CANOPY (RALT+C)

GEAR IS UP GEAR IS DOWN

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TFuel Tanks

71Fuel Gauge (L)

There is a total of three fuel tanks in the Il-2, with quantities which areindicatedby a singlefuel gauge. Thisgaugeindicatesthe content of eachtankbased on the position of the tank selector switch. Unfortunately, this coolfunctionality is not modelled in the gameand the fuel gaugeis simply reset toanother fuel tank oncethe previousoneis empty.

Fuel Selector Handle

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TTurret Operation

For the turret gunner, makesure that you give him thecommandto fire at will (Ralt+1)

Also, give him the commandto fire at longrange(Ralt+ 9)

Flyingin closeformation withother bombers maximizesyour firepower.

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Important key bindingsMake sure that you control your water and oil radiator flaps to keep your engine cool, while maintaining your airspeed. The Il-2 is a heavy plane and you can easily cook your engineif you are not careful.


WATER RADIATOROPEN

OIL RADCLOSED

OIL RADOPEN

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Important key bindingsTheIl-2, like most Russianplanes,hasa brakesystemsimilar to what youwould find in yourcar.In order to brake, you need to hold your wheel brake key while you give rudder input to steer your aircraft. Make sure you haveadequate mixture, RPM and Manifold Pressure settings or your turn radius will suffer. These factors matter ina heavy plane like the Il-2 Sturmovik.

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FTaking off in the Il-2 is straightforward if you follow these steps for a cold engine start.




4) Set minimum RPM

6) Set your flaps in the UP position. 75

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F7) Wait for your oil radiator temperatures to reach (40 INBOUND, 70 OUTBOUND) degrees C and your water radiator temperature to reach 80 degrees C.

8) Line yourself up on the runway and lock your tailwheel LCtrl+Gby pulling your stick back to keep your tailwheeldown.






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2) Deploy flaps when going slower than 210 kph.

3) Setting your RPM to 1800 and your manifold pressure to 600 mm Hg on approach is recommended. Adjust throttle as required to maintain approach speed at 200 kph.

4) Trim nose down as flaps generate extra lift.


6) Touchdown at 150

kph.


YoutubeIl-2 Tutorial

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PowerplantThe Il-2 is powered by theMikulin AM-38. It is a V-12 liquid-cooled piston engine designed by AleksandrAleksandrovichMikulin and was equipped with afloatlesscarburettor and a booster. The AM-35 1,370 hp (1,022 kW) engine, which was originally planned for the Il-2, proved too weak and was replaced by the 1,680 hp (1,254 kW) AM-38 before the aircraft entered production.

Mikulin introduced variable-blade control for superchargers, two-speed superchargers, high-pressure supercharging, and air cooling ahead of the carburetors. Later on, he also developed the first Soviet turbocompressorand a variable-pitch propeller.

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Operating LimitsMin INBOUNDoil temperature: 40degC.

Max INBOUNDoil temperature: 80degC.

Min OUTBOUNDoil temperature: 70degC.

MaxOUTBOUNDoil temperature: 115degC.



79LOWER LEFT = OIL PRESSURE (kgf/cm3)

LOWER RIGHT = FUEL PRESSURE (kgf/cm3)

WATER TEMPERATURE (DEG C)

UP =OUTBOUND OIL TEMPERATURE(DEG C)

INBOUND OIL TEMPERATURE (DEG C)

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ClimbOptimal climb speed: 250 kph2050 RPM1050 mm Hg Manifold Pressure

Normal Operation (Cruise)1850 RPM850 mm Hg

Combat2050 RPM1050 mm HgOil radiator closed

80



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Range: 800 km (max fuel)600 km (max payload)

Fuel Max Capacity: 730L

Endurance: ~90 min (1h30)



Best Climb Rate: 625 m/min(unloaded)

Note: Yourfuel loadout will impactyour performance,but alsoyour water andoil radiator flaps,your trim, the air temperatureand many other factors. Keepingyourspeedup without blowing your enginewill require a heavyworkload that will diminishwith practiceandexperience. Performancedataoften beingsubjectto manyfactors(testconditions,state of aircraft (capturedvs factory fresh), etc.), these numbersare to betakenwith a grainof salt. Justlike today,aircraft performancecanandwill varybetweenthe realvaluesandthe valuesthat youget on paper.

360 km(36 squares)

230 km(23 squares)

Pe-2 Peshka -2

By Chuck

SERIES 110

Petlyakov


PART II: THE MISSION PLAN

PART III: TAKEOFF

PART IV: NAVIGATION

PART V: THE BOMB RUN

PART VI: LANDING

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TExterior

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The Pe- Peshka

small variations of gauge emplacements in the cockpit.

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T87 Series VS 100 Series

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Blister Turret

Standard Turret

Flap setting indicator

RPK-10 Radio Homing Compass Flap setting indicator

RPK-10 Radio Homing Compass

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TCockpit

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Airspeed (x10 kph)

Compass

Artificial Horizon

Altimeter (x100m)

Turn & Slip Indicator

Vertical Speed Indicator (m/s)


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TCockpit

87

Manifold Pressure (x10 mm Hg)

Fuel Gauge (L)

Ambient Air Temp (degC)

Tachometer (x100 RPM)

Nitrogen Pressure (kgf/cm3)

*no need to monitor

Water Radiator Temp (degC)

Oil Pressure (kgf/cm3)

Oil Temp(degC)Note: There is no oil rad control on the Pe-2.

Fuel Pressure (kgf/cm3)

AirspeedGauge(10 x kph)

Clock

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TCockpit

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Emergency Fuel Shutters

Magnetos

ThrottleIncrease MP = FWDDecrease MP = AFT

Fuel MixtureRich = AFTLean = FWD

FlapsDown = FWDUp = AFT

Dive BrakeDown = FWDUp = AFT

Supercharger StageStage 1 = FWDStage 2 = AFT

RPM

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TCockpit

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Water RadiatorsUp = OPENDown = CLOSED

Note: There is no oil rad control on the Pe-2.

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TImportant key bindings

Make sure that you have the following keys mapped somewhere. *

90

*

*

*

*

*

*

*

*

*

*

*

*

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TTurret Operation

For the turret gunners, make sure that you give them the command to fire at will (Ralt+ 1)

Also, give them the command to fire at long range (Ralt+ 9)

Flying in close formation with other bombers maximizes your firepower.

91

YoutubePe-2 Tutorial

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TBomb Bay Door Operation

When you have a payload of more than 4 bombs (fixed under the fuselage), the remaining bombs are stocked in your inner bomb bay doors.

If you try to open your bomb bay doors before the external bombs are dropped, your door will get stuck. The shutter doors will only open once the external bombs have been dropped.

92

Bomb bay

Bomb bayBomb bay

External bombs

Door cannot open because bomb is blocking the way

Once external bombs are dropped, bomb bay doors can open.

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TComplex Engine Management

Powered by two KlimovM-105engines, which are also used on LaGG-3.

Documentation is very sparse on Pe-2operation. Operation values are deducedfrom LaGG-

Engine Temperature LimitsMin 40 degC required for takeoff

Max 100 degC for normal operation

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Water Rad Temp

RPM

Manifold Pressure

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TComplex Engine Management

Takeoff:Radsfully openMax RPM, Max Manifold Pressure (MP)

Climb:Optimal climb speed: 240 kph2600 RPM1050 mm Hg Manifold Pressure

Cruise:2200 RPM1020 mm Hg

Combat:2600 RPM1050 mm Hg

Supercharger(increases Manifold Pressure @ higher altitudes)Stage 1below 2000 m altitude. Stage 2 over 2000 m.Lshift+ S to toggle supercharger stages 94

Manifold Pressure

RPM

Water Rad Temp

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NWHY A MISSION PLAN?

Bombing missions require careful planning in order to be successful.

If you fail to plan your mission properly, you most likely plan to fail.

There is an infinity of variables, things that can go wrong during a bombing mission. However, some mistakes are avoidable and you can have control on some of these parameters.

The best plan is not necessarily the shortest route to target. The best plan is often the most adaptable and flexible one.

Sometimes, a bomber pilot will be forced to improvise. Always make sure that you have a plan B in case plan A goes wrong. Flexibility is the key.

personal and think of how (or if) you could have avoided your untimely death. Just think of how you can do better next time!95

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NHOW TO PLAN A MISSION

fellow wingmen and even fighter escorts to give you intel that will help you shape your flight route accordingly to avoid patrolling enemy fighters and potential danger zones.

Before you even takeoff, you need to know what you are going to do and how you are going to do it. Typical high-altitude bombing missions are used to knock out enemy airfields, factories or targets clumped up in a relatively small area. For smaller individual targets, you are better off dive bombing as high-altitude bombing is not as precise.

Make sure you communicate your position, status and intentions to your teammates. You might be surprised how many people are craving to wing up with you or even escort you to your targets. Fighter jocks can also be team players, believe it or not. 96

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NWHAT TO PLAN FOR

Your aircraft performance will be altered by mainly 2 factors: your bomb loadoutand your fuel quantity (in %). Typical bomb runs are achieved with 50 weight. (And people are just too lazy to calculate what they really need.)The heavier you are, the slower you will climb and the more vulnerable you will be.

Russian bombs are designated by their weight in kg. For instance, each FAB-100M weighs 100 kg, FAB-250sv weighs 250 kg and FAB-500M weighs 500 kg.

Different bomb loadoutsall have the same weight (for the Pe-2), as each loadouthas a total weight of 1000 kg. Your choice of bombs will depend on how spread out you want your blast area to be.

In my experience, choosing 10 x FAB-100M allows for more flexibility.

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Fuel Slider

Payload Menu

Additional Unlocks

Pe-2 87 Series has the standard turretPe-2 100 Series has the Blister Turret

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NHOW TO CALCULATE YOUR REQUIRED FUEL

You can calculate how fuel you will need pretty easily if you want to

you bring, the faster and more manoeuvrable you will be.

The Pe-2 1500 litres.

The Pe-2 1770 km.

Hence, we can deduce that you will need approx. 0.9 litre per km, or inversely that you will travel approx. 1.2 km per litre of fuel.

If you know what your trajectory will be, you can easily know how much fuel you need to get there and come back.

To judge your total distance, you can use the in-game map and plot your course at the same time.

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360 km(36 squares)

230 km(23 squares)

1 square = 10 X 10 km

The map is divided in grids. Each grid has a number. Knowing that each grid square is 10 km x 10 km, you can deduce the total distance you will have to travel to reach your target. Once you know your distance, you can then choose the adequate fuel quantity.

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Grid numbers

Sub-quadrants(structured like a numpad)

ZOOM IN AND OUT USING YOUR MOUSEWHEEL

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PLOT AND PLAN YOUR COURSE

You spawnhere (Grid 304)

Your target ishere (Grid 314)You have to travel through 10

squares, which makes 100 km.

Since you (hopefully) want to make it back to base after your bomb run, you can add another 100 km. It is wise to add another 50 km as buffer, loitering time and extra fuel in case you need to change course or lose an engine. Total distance = 100 + 100 + 50 = 250 km

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Now that we have a rough estimate of our flight path, we know that we need fuel to travel 250 km.

Knowing that our plane consumes approx. 0.9L/km:

Required fuel = 250 km X 0.9 L/km = 225 L

Out of a capacity of 1500 L, we need roughly 15 % fuel.

You can also consider it in a matter of time. The Pe-2 will travel approx. 5 km/min if it maintains 300 km/h in a climb.

To fly 250 km (not counting loiter time), you can simply calculate:250 km / 5 km/min = 50 min of flight time for the whole mission.

Knowing that the maximal distance you would have to travel is the whole diagonal of the map (425 km, so 850 km for a full flight), the longest flight you could make from point A to point B back and forth would require 720 L of fuel, which is slightly less than 50 % of your tank capacity (1500 L). 103

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As you can see, we now knowthat we do not really need 50 %fuel. Just by making a quickestimate, we saved 35 % fuel,and our aircraft is now 350 kglighter, which is about theweight ofthis adorable manatee.

The lighter your aircraft is, the easier time you will have climbing. And the higher you are, the less likely you are to get bounced. Also, altitude allows you to have a better view of the landscape and navigate visually.

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FTaking off in the Pe-2 is straightforward if you follow these steps for a cold engine start.



3) Close your water radiators

4) Set minimum RPM

6) Set your flaps to 15 degrees. Keep in mind that your flaps switch is continuous and will keep moving your flaps as long as you hold it. If your flaps are deployed too much (over 30 degrees), you will simply stall, crash and burn on takeoff. Consult your flap indicator to make sure that you are set up correctly.

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Flap setting indicator

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F7) Wait for your oil radiator temperatures to reach 40 degrees C.


9) Fully open your water radiators.




12) Once you are up in the air, retract flaps, pull your gear up and start climbing. Adjust RPM and manifold pressure accordingly (see engine management in part I).

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NNow that we are up in the air and that we know what our mission will

it, right?

1. We are going to bomb artillery positions

2. We will bomb our targets at an altitude of approx. 3500 metres with 10 X FAB-100M bombs. The altitude is not set in stone, but more of a general idea.

3. We will approach the target from the East.

4. In this case, we will go in alone. But if you lead a bomber wing, it is important for the leader to give his speed and engine settings to his wingmen in order to allow them to form up easily on you.

while wingmen will maintain formation. By managing the workload in this way, precision is maximized and coordination maintained throughout the bombing run.

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NHere is an overview of where the map is located and where we currently are. Spot landmarks that you could recognize.

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You are here

Target is here

DIRECTION100 APPROX(Check on your compass for heading)

Forests

River

Towns

Forest with Clearings

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NHere is an overview what you see in your cockpit. Recognize anything familiar?

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Target should be in this vicinity

DIRECTION100 APPROX

Forest

RiverForest

Big Forest with clearings

Towns?

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NHere is an external view. So? Aaaah, yes, it all comes together now,

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Now comes the toughest part: understanding the bombsight and using it properly. It requires a lot of preparation, so make sure you are

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INSTRUMENTSTO READ FROM

USER INPUT

USER INPUT

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Engage the level-auto-pilot (LAlt+ A) and enter speed and altitude.

Tip: decide your speed and bombing altitude beforehand and set your bombsight on the ground. You will win precious time in doing so.

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INSTRUMENTSTO READ FROM

USER INPUT

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your view angleto where youcan see fartherin front of you.You can hold left mouse btnto change anglesmoothly.

We see that thetarget will probablybe a bit more toour left.

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AIMING MODE

VIEWINGMODE

MODIFY VIEWANGLE

WE STILL RECOGNIZE A COUPLE OF LANDMARKS, LIKE THE RIVER AND FOREST

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3) Steer your aircraft using the turn control (LshiftZ = LEFT, LshiftX = RIGHT)

have to steer left.

Your aircraft will

swing left and right,

This is normal.

Just make sure your

sight is aiming

straight for your

target.

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TURN CONTROL (CLICKABLE)

WE STILL RECOGNIZE A COUPLE OF LANDMARKS, LIKE THE RIVER AND FOREST

Documents

Chuck Il-2 Battle of Stalingrad Guide