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=/Hospiz/=Metalhead

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  1. Rocket selector panel is right between rudder pedals, fire mode indicator is provided on the left side on that panel. For bombs, there is no indication in cockpit, because there was no need of a such thing. Above the rocket selector panel, there are three handles labelled "left wing", "right wing" and "belly". These could be used to release bombs/droptanks in any combination. Unfortunately in game we can bind only one button to bomb release and then another to switch drop mode. To illustrate what I am saying: "0" on tube switch means there are no rockets to fire, "1","2","3","6" indicate number of rockets in a salvo.
  2. During TAW timeframe no 9th AF units used P-51. 9th received P-51s earlier, true. However, during 1944 USAAF performed a kind of "standarization", swapping P-47 and P-51 units between 8th and 9th AF. As a result, 8th ended up almost uniformly equipped with P-51s (with notable exeption of 56th FG), while 9th was primairly equipped with P-47s, after they send all theris Mustang squadrons to 8th. TAW focuses on tactical ops, that's why planeset is based on equipment used in 9th AF and 2nd TAF, in the vicinity of the frontline, not operating from remote bases. There were numerous Tempest squadrons in 2nd TAF during timeframe of map#1, but there were no P-51 units in the 9th AF. During that time 8th AF was based mostly in England with only few units (former 9th units) operating from the continent. Number of kills doesn't matter much in that context. Luftwaffe was focused on Reich defense at that time, so it is natural consequence, that units flying escort tasks scored high number of kills because they were often involved in combat. On the other side, tactical units faced lighter opposition, so contacts with enemy were less common. In that context, those 53 kills scored by 5 Tempest squadrons isn't that low number, compared to 80 scored by 2-3 P-51s fighter groups of 8th AF, which despite being contintent based, still flown escort missions. 8th AF main objective was to perform strategic operations. Claiming that their high kill numbers prove their involvement in tactical operations is nonsense. Sure, there's no barrier that prevents a fighter on a strategic operation to dive down and look for tactical skirmishes, but there's no point to do so either. War is not a game, it's not about chasing the first enemy you see to rack up your stats. It's about executing orders and performing tasks. If a fighter unit has order to cover a bombing raid, it covers a bombing raid, sweeping high altitudes from enemy. Whatever is going down there is happening DOWN there. It is no threat to bombers so there is no need for fighters to leave their assignment. Sure, 8th involved in tactical operations from time to time, but MAJORITY of their time they flown up high, and most of combat they had, was up high. To sum up - between P-51 and Tempest, the latter was more significant type in operations portrayed on TAW, during timeframe pictured on map#1 of the campaign.
  3. P-51 was a rare sight in tactical warfare during timeframe of the campaign, while Tempest was much more common in late '44. Out of the available types in BoBp, P-51 was the last one to appear in tactical units. New planeset looks like an attempt to make things little more historical, while forcing players to take care of their planes, reducing overall size of the hangar. Looks like a step in the right direction, let's see how it will work in practice.
  4. Which also improves airflow around vertical stabilizer, increasing rudder effectiveness, and that reduces the need to use brakes for directional control, resulting in better acceleration. To be honest, He-111 has a lot of power. Nearly the same power as Ju-88 with about 300 kg more of basic empty mass. It is heavier when loaded, because it carries more load (mainly fuel load though) and has nearly two tons higher maximum take off mass. In return it has almost 60% higher wing surface, and this is why it handles so differently. Differently does not mean worse, it means you just need to take different approach to fly it.
  5. When it comes to STOL tricks: Hold the brakes until engines achieve full RPM, then release, it saves few precious meters of runway. Steep climb angle combined with low speed kills. There is a performance segment in every aircraft, called second regime. It is speed range between stall speed and minimum drag speed (without going too much into aerodynamics: drag increases below that speed because of component called induced drag, which increases at high angle of attack). During take off, landing approach and during a steep climb, you fly in that regime. It's a bit simplified, but you actually need more power to keep lower speed without stalling. What you should remember, is that plane behaves different while flying in that regime. During normal flight, you control speed by controlling engine power and control altitude using your elevator. In the second speed regime you do exactly opposite: engine power controls your climb/descent rate, while elevator input controls your speed by changing angle of attack. It's counter-intuitive at first glance, but once learned and understood, it improves your flying quite a lot.
  6. Being a dedicated bomber pilot and having a lot of hours on both Heinkel variants I think I can share some tips: 1. Do not overuse brakes! Sure, at the initial phase of the take off run, few quick brake inputs are necessary to keep it going straight as Heinkel has low rudder effectiveness at low speeds (rudder needs some airflow to work properly, on the ground that airflow is provided mainly by propwash, but your vertical stabilizer is not placed directly in the stream, instead it is placed between two engines, which reduces effective airflow a bit). However as soon as you gain some forward speed try to use only rudder whenever possible, because every single brake input costs you some speed which may cause problem #2. 2. As some people have already said - take less fuel. H-6 is modeled as a long range variant with enormous fuel tanks. It is entirely possible to lift it off the ground with full fuel and those two huge SC1800 bombs, but you will never ever need that. H-6 burns around 600 liters of fuel per hour of flight on nominal engine settings at sea level, take that into account while determining your fuel load. Huge bombs are rarely best option too. Now for the take off technique. Remember to apply flaps, around 20-40% will do fine (more for heavy loads and short runways). Try to keep it going straight so you don't bleed speed. You have a full minute of take-off rating so make use of that during the take off run. Heinkel accelerates slowly, but it doesn't need much speed to lift off. Once you are in the air, take it slow. Retract your gear quickly to reduce drag, and keep the climb angle as low as possible (don't crash into ground obstacles though 😄 , in order to gain some speed. Gently reduce engine power to climb regime to not blow it up. Then retract the flaps, but do it slowly, giving it time to accelerate, so increasing airspeed can compensate for reduced lift coefficient. Once you have 250 kph IAS and fully retracted flaps and gear, start climbing. Remember, Heinkel is an easy, gentle plane and you have to handle it that way. 3. Cruising on nominal power requires airspeed. There are two kind of planes: those "flying on wings" and those "flying on engines". Heinkel is of the first kind - it does not have a lot of power for it's weight, but it has a lot of wing surface to fly on. Wings need airspeed to create lift though, so in order to let them keep you in the sky, you need to keep some airspeed for them. You do not have much engine power though, so you have to keep the precious speed you gained, think about it like flying in a huge glider with the engines being just an extra asset. Main mistake people make with the Heinkel is giving it too much of pitch up input, when it doesn't climb/keep altitude. Wrong! It starts to climb only for few seconds, and then bleeds rest of the airspeed, to the point when it stalls and starts falling down. If you cannot hold your current altitude, don't try it too hard. Pitch down a little, let it accelerate, even at cost of some altitude, and then climb back, at higher speed. Unless you want to fly really high, like 5km+, 250kph is a good orientation mark. If you are going slower, prioritize acceleration over climbing/holding altitude. 4. Accurate bombing requires using auto level hold (default shift+A). Once you climb to altitude and get on heading to target, turn auto leveling on and switch to bombardier sight. You can still make minor course adjustments using one of the knobs (or shift+x,shift+z keys) in order to aim the plane exactly where you want. It is good practice to prepare your bombing approach in advance, plan the heading to target, calculate the wind, estimate the speed you will have on the final run, so you can preset the bombsight. Then you have time to focus on looking for landmarks in order to spot the target early, so again gives you time to properly line up, make accurate aiming corrections and do some final adjustments to bombsight. It comes with practice though. Once you get some experience you will do all these things really quickly and without much thinking. If you have any other questions, feel free to ask.
  7. If you want a good set of jokes and a good music: Basically anything from that band is hilarious.
  8. I am glad we won. My reaction wasn't about victory. It was about that stupid soviet propaganda poster. Imagine yourself a situation: LW won, and someone posts a banner with Wehrmacht soldiers marching under nazi flag, with huge callout 'SIEG!', or better 'SIEG HEIL!' Nothing offensive right? Sieg means just victory, just a victory celebration.
  9. This is what makes a good fighter pilot. Having met you in the skies during this TAW few times, I can say you are really hard one to catch. Never engaging in a long fight, never being greedy - you just pop out of nowhere, strike, and disengage before enemy can react. Accept my sincere congratulations!
  10. Yes I know that there was a quite large number of them made, but there were problems with spare parts, engines and fuel, due to severed logistic chain and damaged industry, and that kept many 262s out of service. Of course those problems kept other types on the ground as well. It's not that only 262 was a rare sight in the last year of the war - any german plane was a rare sight in 1945.
  11. War is always painful, but this time pain will be rather short. I'd say that we can get a taste of alternative history where german industry was able to put jets into mass production.
  12. Don't forget that this edition is considered as a large scale test rather than a fully fleshed campaign. The planeset is just a placeholder, quickly put together just to have something to test on. If there will be large imbalance, you won't suffer for long as the second map will be over in two or three days. Next one will probably be much more polished, based on the feedback gathered during this one.
  13. Close to friendly lines? Not so much. At least not by standards of most players, like you, who do not go more than few kilometers behind frontline. And stop complaining about that 37mm. You didn't score a single hit with that big cannon. Only machine gun scored some hits from far away, because you couldn't catch a poor 88 with a LaGG. That MG hit both radiators though and it was the sole reason I had to ditch, the plane was otherwise perfectly flyable with only minor damage. Shoot better next time...
  14. I know Russians have long tradition of shooting their own soldiers if they refuse to blindly charge at the enemy, but it's not a general rule everywhere in the world. In most of the other armies there's a bit more initiative left in the hands of NCOs and officers commanding on the field. If an officer realizes that his unit can't seize their objective, because enemy is much stronger, he does not order a suicidal attack, but holds position, sends a report about situation to his superiors and waits for new orders. Situations where an unit is ordered to defend a position to the last man, or perform an assault at all costs are very rare. Trained men are valuable resource in war, and while they are expended to achieve strategic goals, they cannot be expended carelessly simply because you cannot win a war when you are out of men.
  15. 50 lives for ground attackers? Why not 100 or 200? Is it really that hard to just not die in every second mission? My squad flies exclusively bombers/attackers, yet we were able to keep our death count low. Out of active players, only two guys got 10 or more deaths. One is kinda suicidal pilot who doesn't care much whether he dies or not. Other got his 10th death in the last day of the campaign. Last TAW was probably the longest and most intensive campaign ever, and still with the 10 lives rule, most of our guys would be able to fly to the end. You want TAW to be realistic? Start flying realistic. In reality you want to survive the war first and foremost, while getting your job done. All that propaganda about sacrificing yourself for the noble cause (which is present on TAW in form of suicidal guys who "don't care for stats, just for victory"), quickly disappears as friends around you start to die. TAW should try to simulate that, your virtual lives should be the most valuable thing, and returning to base should be more important than getting huge amount of kills.
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