AHWiki - User contributions [en]

File:Helix.jpg

2012-04-17T05:24:12Z

Pervert:

File:Spitdora.jpg

2010-06-26T04:44:29Z

Pervert:

Bf 109K-4

2010-05-20T12:57:07Z

Pervert: /* Fighting in the {{PAGENAME}} */ Added Krup K4 picture

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109K-4
|image =Bf109k4.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|nickname =Kurfürst
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

The Bf 109 Kurfürst series was the evolution of the Bf 109G-10.The K series was a response to the fact that the bewildering array of series, models, modification kits and factory conversions for the various Bf 109G versions led to logistic problems, making production and maintenance complicated and costly - something Germany could ill-afford late in the war. As such, the RLM (German Aviation Ministry) ordered Messerschmitt to rationalise production of the Bf 109, consolidating parts, types etc to produce a uniform, standard model with better interchangeability of parts and equipment.

the standardization included:

- aerodynamic improvements, the bulges on the cowling disappeared

- improved landing gear with bigger wheels

- fully retractable, longer tail-wheel for better airflow in T/O and better sight when taxiing

- new tail unit with rudder trim tabs

- improved DB 605 engine

- blind flying instruments

- stronger armament

- "Erla Haube" canopy for better vision

===Unit Deployment===

===Variants===
* K-0 Pre-production aircraft, powered by a DB 605DM engine
* K-2 proposed version without pressurized cockpit
* K-4 only serial production version without pressurized cockpit, powered by a DB 605DM, DB or DC engine
* K-6 proposed heavy fighter version, as K-4 with reinforced wings holding two additional 30 mm MK 108 cannons and additional armour
* K-8 proposed reconnaissance version, equipment similar to G-8
* K-10 proposed version, similar to K-6, MK 103mot engine cannon instead of MK 108
* K-12 proposed version, dual-seat trainer similar to G-12
* K-14 proposed version, similar to K-6, powered by a DB 605L engine

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===External Links===
[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]

[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]

[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]

[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

[http://www.eaf51.org/newweb/Documenti/Storia/Flying_%20109_ENG.pdf Flight report on a restored BF109 g10 (basically a k4)Black 2]

[http://www.adlertag.de/bilder/g-10_schw_2/die_me_109_g10_schwarze_2.htm Photo gallery of restored BF109 g10 Black 2]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109K-4
|image =109k4main.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =1
|loadout1-1 =1) 30 mm MK 108 65 rpg
|loadout1-2 =2) 13 mm MG 131 300 rpg
|loadout2-1 =
|loadout2-2 =
|options1 =300 Litre Drop tank
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =20
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==

===Engine Power===

The Bf109K-4 is an absolute monster of engine performanceat low through high altitudes. Sea-level speed is very good, 339mph, 368mph with WEP. Speed climbs quickly through 5K (368/398), then a little more gradually through 10K (383/412), 15K (398/428), 20K (413/446) and 25K (431/445). Performance degrades above 26K, note the drop in top speed between 20 and 25K with WEP, albeit slowly. That makes the K4 a 400mph fighter at only just over 5K (at light weight and clean). The K-4 is likely in the top couple of rides for speed at altitudes up to 20K or so. Climb rate is equally impressive, around 4,500ft/min at sea-level, improving a bit to 4,700ft/min at 5K, but then slowly decreasing such that at 17K you still have 4,000ft/min with WEP. That’s excellent and again in the top handful of AH performers. Acceleration matches the climb, it’s unbelievable and a huge asset. If you aren’t excessive about WEP use you should always have plenty, but be careful about leaving it on for extended periods none the less.

Fuel duration is not very good with only 106 gallons internally, which tends to last only about 27min at military power, enough for a reasonable climb, transit and fight, but with WEP use that total will drop to more like 21 minutes. A centerline drop tank option adds another 79 gallons and is quite commonly carried (adding ~20 mins more flight time). There is a drag penalty though, even after the drop tank is discarded, but it tends to be minor.

===Aces High II Performance Charts===
[[Image:109k4spd.jpg|300px]]
[[Image:109k4clmb.jpg|300px]]

===Firepower===
[[Image:109k4FP.jpg | 250px | right]]
The 109K4 carries a devastating 30mm Mk 108 cannons (65 rounds) mounted to fire through the propeller spinner. A pair of cowl mounted 13mm Mk 131 guns (300rpg) add a decent secondary hitting power. I’m not a fan of 30mm cannons for use against fighters, it tends to fire too slowly, the ballistics are marginal, and the damage it inflicts is overkill. With practice (lots) a person can get used to it but it’s typically too much of a handicap for new players. It is also something hard to adjust to if you’ve been flying something with good ballistics, like .50cals or hispanos, and thus switching in/out of a 30mm is always a challenge. I’ve set the 30mm convergence short, around D250, because outside of this it’s almost impossible to hit a maneuvering target. I know some people set it to max range to put some extra loft into the trajectory. Most players underestimate the drop on the rounds so the extra loft might help but still limits the effective range to something around D250 for most players. The 13mm you can set to whatever you desire, they fire almost parallel anyway so if you set them longer it will give some reach (D400+). Total firing time for the 30mm is only 7 seconds, but the reality is you should only fire 1-2 rounds at a time and then re-aim. The 13mm give ~22 seconds, enough that you can fire them around a bit to scare people and make them turn, giving you a larger target to aim at. The only external option is the 300L drop tank, there are no bombs, rockets or gun-pods.

===Maneuverability===

The 109 series evolved from weights in the 5,500lb class through the K-4 which can tip the scales over 8,100lbs. The wing-loading increase wasn’t kind to the 109K-4 and I generally don’t feel it handles that well. It isn’t a strong aircraft in terms of maneuverability, especially at high weights and high/low speeds. Turn-radius is not good, nor is turn-rate, but the engine does have enough power to drag the K-4 around. Part of the issue is that the K-4 is a very hands-on aircraft, with a lot of throttle and rudder work required vs. many other aircraft that are more point-and-shoot. The K-4 is very speed sensitive, best in the 225-325mph zone where your instantaneous turn is maximized. The K-4’s engine strength is much of the problem. The K-4 cruises so quickly, climbs so effortlessly, and accelerates like a banshee, thus it can go from optimal speeds to extreme speeds in the blink of an eye.

At low speeds it feels like the engine drags you around as much as the wings creating lift. The leading edge slats and some flaps can really help. It gets a little tricky when slow because it requires a lot of manual input and gentle hand to keep yourself from flipping over on the engine’s massive torque (which actually overpowers the autopilot to the point that the aircraft won’t fly straight under trim). The leading-edge slats can feel a little destabilizing as they deploy/retract, causing a little “wiggle” in yaw. Use of more than 1-2 notches of flap should be reserved for stall fights or when you are very nose-high in a zoom-type climb. Flap create huge drag but the K-4 has enough power to overcome it better than most. Roll-rate is also speed sensitive in the same range, being average and not a strength to play to. Really be careful over ~425mph IAS, above that the controls start to become quite heavy in all axis and in an extreme dive it can be necessary to use trim to control the aircraft. I also tend to feel that as the K-4 uses ammunition up it tends to become a little better, not a surprise given the ammo alone weighs 200lbs. Also be sure to rid yourself of your drop tank, a common error that adds weight and drag, complicating the situation.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===
[[Image:k4vsg14krup.jpg | 250px | right]]

One of the most exciting advantages of the K4 is the climbing ability. Most planes cannot follow the K4 in a climb especially if you keep your energy high after an attack. One promising strategy is, to fly high into the fight, boom in and zoom out without turning more than 45°. The K4 is not a good turner, it looses a lot E in a turn and one of it`s biggest drawback it it`s high speed compression. You have to use your trim to keep the plane balanced in a dive and if you are too fast, you have to nose up by hitting the trim key as often as possible. In this situation it may slightly roll to the side and will not response to the alerions. So keep this always in mind, if you dive. Hold your speed below this point and -if neccessary- throttle back so you always keep controle over the plane.

For attacking, try to make quick passes at your opponent. I usually pick out a target, dive in below him, get in close, and when I hit D300, I cut loose with the 30mm from low and behind. This several things for you: 1) you have the speed to outrun the other planes untill drag catche up to you, and the few faster than you catch up. 2) He won't see you once you get below him, meaning you can get in closer. 3) It gives you a larger target than a shot from dead 6, meaning you're more likely to hit 4) The speed can also be used to climb back upto saftey, and repeat the process.

Only fire 1-2 rounds with the 30mm, and don't fire the 30mm and the 13mm mg's at the same time. The 13mm rounds distract you, and you can't keep track of your 30mm round.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

The 109K4 also is a very fast plane, but due to this, you may get some compression already in a level flight or a light dive. You may follow the fastest prop driven planes in the game for a while, but you should not do it for a long time.

The 109 is very vulnerable to hits to its radiators and oil. Oil leaks are common but a plus side is you’ll get quite a bit of time before your engine quits. The opposite is true of a radiator hit, if you get one your engine will be dead within a few minutes.
If you aren’t close to a base you might as well go all out against whatever cons are in the area your as good as dead anyway.

If you are low and slow, use your flaps. This will tighten your turn radius und due to the strong engine you may accelerate after a turn and escape the enemy. Try to climb him out when you are in a save distance. Running level against fast late war planes may not be the best choice, but especially the fast allied (US)planes have problems to follow in a climb. The Spit XIV is the most dangerous match because it climbs and runs as well as the K4.

===Fighting against the {{PAGENAME}}===

In capable hands, the 109K-4 can be a whole lot of trouble. It’s right near the head of the class in terms of climb, acceleration and firepower. If it has positional advantage and/or time to work with, it can be a real handful

If attacking a K-4, try and keep the pressure on and see if you can’t get the K-4 into a lengthy turning defense. It helps if you come in with some energy advantage in speed or altitude. The more you can dictate the fight the better as the key is to not let the K-4 time to react or collect energy. Take whatever snap shots you get as the 109’s are not very tough and commonly take radiator and fuel hits that will dramatically limit the K-4’s options. Typically you’ll only get a couple of attempts to attack a K-4 before it starts to even the fight in terms of energy, which means it will then start to try and win angles or look for it’s own shot opportunity. Don’t overshoot the K-4, even if it appears to be too slow to be of danger, it can quickly accelerate and might get a snapshot as you pass by. Never turn your back even if the K-4 starts to run away unless you think you have enough separation to make your escape good. K-4’s have a nasty habit of returning shortly after they’ve left but this time they have the energy advantage. Most K-4’s are not going to be that well piloted though and will not use the full capabilities of the K-4 so aren’t too tough to beat. In most cases other aircraft have an advantage they can exploit or a capability they can match (or almost). If you press your strength, typically in turn-rate/radius, you can often make the K-4 a fairly easy kill. One last warning, don’t get sloppy around a K-4 because the can one hit kill you if given half a chance.

If jumped by a K-4 be very aware of the firepower and make your defensive maneuvers erratic and unpredictable. Many very good pilots fly the K-4 and won’t miss simple defensive maneuvers. Try and keep speeds in your favor, either getting above the K-4 comfort zone, i.e. taking the fight to 400+mph, or slow things down under 225mph. Most of the time K-4’s will sit and BnZ you from above and not engage in a turning fight. You can also typically use roll-rate to keep the K-4 out of phase and thus exploit a lagging lift vector angle (i.e. where it can’t keep up to your roll). A fun tactic is to pre-judge the K-4s diving attack, putting in a little dive yourself, suckering the K-4 past it’s optimal speed and then using that to gain an advantage (such as in a lag-roll to get behind them). The K-4 also isn’t great on rolling maneuvers be it scissors or reversals. The K-4 huge acceleration can quickly cause it to overshoot an enemy and give opportunities to sprinkle hits on the K-4 as it passes. Trying to cause an overshoot in a close situation is dangerous because a K-4 will typically throw a couple of 30mm your way in the process. In general it shouldn’t be too tough to defeat K-4 attacks as long as you remain alert and time your defenses correctly. The K-4 has a lot of staying power as long as it doesn’t fire away all its cannon ammunition so it’s best to ensure you implement an overall strategy for the fight, not just a point-in-time defense. This might be to escape towards friends or maybe to sucker the K-4 in close if you feel the have the means to do so and put the K-4 on the defensive. Be careful of what appears to a reversal where you are almost matched E, it might be a rope-a-dope where the K-4 is simply setting you up to stall out so it can dive back down and nail you

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:K4vsg14krup.jpg

2010-05-20T12:55:15Z

Pervert: uploaded a new version of "Image:K4vsg14krup.jpg": Krup k4 vs g14

Krup k4 vs g14

File:K4vsg14krup.jpg

2010-05-20T12:51:38Z

Pervert: Krup k4 vs g14

Krup k4 vs g14

Bf 109K-4

2010-05-20T10:42:25Z

Pervert: Updated in game picture with tongs screenshot

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109K-4
|image =Bf109k4.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|nickname =Kurfürst
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

The Bf 109 Kurfürst series was the evolution of the Bf 109G-10.The K series was a response to the fact that the bewildering array of series, models, modification kits and factory conversions for the various Bf 109G versions led to logistic problems, making production and maintenance complicated and costly - something Germany could ill-afford late in the war. As such, the RLM (German Aviation Ministry) ordered Messerschmitt to rationalise production of the Bf 109, consolidating parts, types etc to produce a uniform, standard model with better interchangeability of parts and equipment.

the standardization included:

- aerodynamic improvements, the bulges on the cowling disappeared

- improved landing gear with bigger wheels

- fully retractable, longer tail-wheel for better airflow in T/O and better sight when taxiing

- new tail unit with rudder trim tabs

- improved DB 605 engine

- blind flying instruments

- stronger armament

- "Erla Haube" canopy for better vision

===Unit Deployment===

===Variants===
* K-0 Pre-production aircraft, powered by a DB 605DM engine
* K-2 proposed version without pressurized cockpit
* K-4 only serial production version without pressurized cockpit, powered by a DB 605DM, DB or DC engine
* K-6 proposed heavy fighter version, as K-4 with reinforced wings holding two additional 30 mm MK 108 cannons and additional armour
* K-8 proposed reconnaissance version, equipment similar to G-8
* K-10 proposed version, similar to K-6, MK 103mot engine cannon instead of MK 108
* K-12 proposed version, dual-seat trainer similar to G-12
* K-14 proposed version, similar to K-6, powered by a DB 605L engine

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===External Links===
[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]

[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]

[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]

[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

[http://www.eaf51.org/newweb/Documenti/Storia/Flying_%20109_ENG.pdf Flight report on a restored BF109 g10 (basically a k4)Black 2]

[http://www.adlertag.de/bilder/g-10_schw_2/die_me_109_g10_schwarze_2.htm Photo gallery of restored BF109 g10 Black 2]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109K-4
|image =109k4main.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =1
|loadout1-1 =1) 30 mm MK 108 65 rpg
|loadout1-2 =2) 13 mm MG 131 300 rpg
|loadout2-1 =
|loadout2-2 =
|options1 =300 Litre Drop tank
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =20
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==

===Engine Power===

The Bf109K-4 is an absolute monster of engine performanceat low through high altitudes. Sea-level speed is very good, 339mph, 368mph with WEP. Speed climbs quickly through 5K (368/398), then a little more gradually through 10K (383/412), 15K (398/428), 20K (413/446) and 25K (431/445). Performance degrades above 26K, note the drop in top speed between 20 and 25K with WEP, albeit slowly. That makes the K4 a 400mph fighter at only just over 5K (at light weight and clean). The K-4 is likely in the top couple of rides for speed at altitudes up to 20K or so. Climb rate is equally impressive, around 4,500ft/min at sea-level, improving a bit to 4,700ft/min at 5K, but then slowly decreasing such that at 17K you still have 4,000ft/min with WEP. That’s excellent and again in the top handful of AH performers. Acceleration matches the climb, it’s unbelievable and a huge asset. If you aren’t excessive about WEP use you should always have plenty, but be careful about leaving it on for extended periods none the less.

Fuel duration is not very good with only 106 gallons internally, which tends to last only about 27min at military power, enough for a reasonable climb, transit and fight, but with WEP use that total will drop to more like 21 minutes. A centerline drop tank option adds another 79 gallons and is quite commonly carried (adding ~20 mins more flight time). There is a drag penalty though, even after the drop tank is discarded, but it tends to be minor.

===Aces High II Performance Charts===
[[Image:109k4spd.jpg|300px]]
[[Image:109k4clmb.jpg|300px]]

===Firepower===
[[Image:109k4FP.jpg | 250px | right]]
The 109K4 carries a devastating 30mm Mk 108 cannons (65 rounds) mounted to fire through the propeller spinner. A pair of cowl mounted 13mm Mk 131 guns (300rpg) add a decent secondary hitting power. I’m not a fan of 30mm cannons for use against fighters, it tends to fire too slowly, the ballistics are marginal, and the damage it inflicts is overkill. With practice (lots) a person can get used to it but it’s typically too much of a handicap for new players. It is also something hard to adjust to if you’ve been flying something with good ballistics, like .50cals or hispanos, and thus switching in/out of a 30mm is always a challenge. I’ve set the 30mm convergence short, around D250, because outside of this it’s almost impossible to hit a maneuvering target. I know some people set it to max range to put some extra loft into the trajectory. Most players underestimate the drop on the rounds so the extra loft might help but still limits the effective range to something around D250 for most players. The 13mm you can set to whatever you desire, they fire almost parallel anyway so if you set them longer it will give some reach (D400+). Total firing time for the 30mm is only 7 seconds, but the reality is you should only fire 1-2 rounds at a time and then re-aim. The 13mm give ~22 seconds, enough that you can fire them around a bit to scare people and make them turn, giving you a larger target to aim at. The only external option is the 300L drop tank, there are no bombs, rockets or gun-pods.

===Maneuverability===

The 109 series evolved from weights in the 5,500lb class through the K-4 which can tip the scales over 8,100lbs. The wing-loading increase wasn’t kind to the 109K-4 and I generally don’t feel it handles that well. It isn’t a strong aircraft in terms of maneuverability, especially at high weights and high/low speeds. Turn-radius is not good, nor is turn-rate, but the engine does have enough power to drag the K-4 around. Part of the issue is that the K-4 is a very hands-on aircraft, with a lot of throttle and rudder work required vs. many other aircraft that are more point-and-shoot. The K-4 is very speed sensitive, best in the 225-325mph zone where your instantaneous turn is maximized. The K-4’s engine strength is much of the problem. The K-4 cruises so quickly, climbs so effortlessly, and accelerates like a banshee, thus it can go from optimal speeds to extreme speeds in the blink of an eye.

At low speeds it feels like the engine drags you around as much as the wings creating lift. The leading edge slats and some flaps can really help. It gets a little tricky when slow because it requires a lot of manual input and gentle hand to keep yourself from flipping over on the engine’s massive torque (which actually overpowers the autopilot to the point that the aircraft won’t fly straight under trim). The leading-edge slats can feel a little destabilizing as they deploy/retract, causing a little “wiggle” in yaw. Use of more than 1-2 notches of flap should be reserved for stall fights or when you are very nose-high in a zoom-type climb. Flap create huge drag but the K-4 has enough power to overcome it better than most. Roll-rate is also speed sensitive in the same range, being average and not a strength to play to. Really be careful over ~425mph IAS, above that the controls start to become quite heavy in all axis and in an extreme dive it can be necessary to use trim to control the aircraft. I also tend to feel that as the K-4 uses ammunition up it tends to become a little better, not a surprise given the ammo alone weighs 200lbs. Also be sure to rid yourself of your drop tank, a common error that adds weight and drag, complicating the situation.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

One of the most exciting advantages of the K4 is the climbing ability. Most planes cannot follow the K4 in a climb especially if you keep your energy high after an attack. One promising strategy is, to fly high into the fight, boom in and zoom out without turning more than 45°. The K4 is not a good turner, it looses a lot E in a turn and one of it`s biggest drawback it it`s high speed compression. You have to use your trim to keep the plane balanced in a dive and if you are too fast, you have to nose up by hitting the trim key as often as possible. In this situation it may slightly roll to the side and will not response to the alerions. So keep this always in mind, if you dive. Hold your speed below this point and -if neccessary- throttle back so you always keep controle over the plane.

For attacking, try to make quick passes at your opponent. I usually pick out a target, dive in below him, get in close, and when I hit D300, I cut loose with the 30mm from low and behind. This several things for you: 1) you have the speed to outrun the other planes untill drag catche up to you, and the few faster than you catch up. 2) He won't see you once you get below him, meaning you can get in closer. 3) It gives you a larger target than a shot from dead 6, meaning you're more likely to hit 4) The speed can also be used to climb back upto saftey, and repeat the process.

Only fire 1-2 rounds with the 30mm, and don't fire the 30mm and the 13mm mg's at the same time. The 13mm rounds distract you, and you can't keep track of your 30mm round.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

The 109K4 also is a very fast plane, but due to this, you may get some compression already in a level flight or a light dive. You may follow the fastest prop driven planes in the game for a while, but you should not do it for a long time.

The 109 is very vulnerable to hits to its radiators and oil. Oil leaks are common but a plus side is you’ll get quite a bit of time before your engine quits. The opposite is true of a radiator hit, if you get one your engine will be dead within a few minutes.
If you aren’t close to a base you might as well go all out against whatever cons are in the area your as good as dead anyway.

If you are low and slow, use your flaps. This will tighten your turn radius und due to the strong engine you may accelerate after a turn and escape the enemy. Try to climb him out when you are in a save distance. Running level against fast late war planes may not be the best choice, but especially the fast allied (US)planes have problems to follow in a climb. The Spit XIV is the most dangerous match because it climbs and runs as well as the K4.

===Fighting against the {{PAGENAME}}===

In capable hands, the 109K-4 can be a whole lot of trouble. It’s right near the head of the class in terms of climb, acceleration and firepower. If it has positional advantage and/or time to work with, it can be a real handful

If attacking a K-4, try and keep the pressure on and see if you can’t get the K-4 into a lengthy turning defense. It helps if you come in with some energy advantage in speed or altitude. The more you can dictate the fight the better as the key is to not let the K-4 time to react or collect energy. Take whatever snap shots you get as the 109’s are not very tough and commonly take radiator and fuel hits that will dramatically limit the K-4’s options. Typically you’ll only get a couple of attempts to attack a K-4 before it starts to even the fight in terms of energy, which means it will then start to try and win angles or look for it’s own shot opportunity. Don’t overshoot the K-4, even if it appears to be too slow to be of danger, it can quickly accelerate and might get a snapshot as you pass by. Never turn your back even if the K-4 starts to run away unless you think you have enough separation to make your escape good. K-4’s have a nasty habit of returning shortly after they’ve left but this time they have the energy advantage. Most K-4’s are not going to be that well piloted though and will not use the full capabilities of the K-4 so aren’t too tough to beat. In most cases other aircraft have an advantage they can exploit or a capability they can match (or almost). If you press your strength, typically in turn-rate/radius, you can often make the K-4 a fairly easy kill. One last warning, don’t get sloppy around a K-4 because the can one hit kill you if given half a chance.

If jumped by a K-4 be very aware of the firepower and make your defensive maneuvers erratic and unpredictable. Many very good pilots fly the K-4 and won’t miss simple defensive maneuvers. Try and keep speeds in your favor, either getting above the K-4 comfort zone, i.e. taking the fight to 400+mph, or slow things down under 225mph. Most of the time K-4’s will sit and BnZ you from above and not engage in a turning fight. You can also typically use roll-rate to keep the K-4 out of phase and thus exploit a lagging lift vector angle (i.e. where it can’t keep up to your roll). A fun tactic is to pre-judge the K-4s diving attack, putting in a little dive yourself, suckering the K-4 past it’s optimal speed and then using that to gain an advantage (such as in a lag-roll to get behind them). The K-4 also isn’t great on rolling maneuvers be it scissors or reversals. The K-4 huge acceleration can quickly cause it to overshoot an enemy and give opportunities to sprinkle hits on the K-4 as it passes. Trying to cause an overshoot in a close situation is dangerous because a K-4 will typically throw a couple of 30mm your way in the process. In general it shouldn’t be too tough to defeat K-4 attacks as long as you remain alert and time your defenses correctly. The K-4 has a lot of staying power as long as it doesn’t fire away all its cannon ammunition so it’s best to ensure you implement an overall strategy for the fight, not just a point-in-time defense. This might be to escape towards friends or maybe to sucker the K-4 in close if you feel the have the means to do so and put the K-4 on the defensive. Be careful of what appears to a reversal where you are almost matched E, it might be a rope-a-dope where the K-4 is simply setting you up to stall out so it can dive back down and nail you

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Bf 109K-4

2010-05-20T10:41:33Z

Pervert: Updated in game picture with tongs screenshot

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109K-4
|image =109k4main.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|nickname =Kurfürst
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

The Bf 109 Kurfürst series was the evolution of the Bf 109G-10.The K series was a response to the fact that the bewildering array of series, models, modification kits and factory conversions for the various Bf 109G versions led to logistic problems, making production and maintenance complicated and costly - something Germany could ill-afford late in the war. As such, the RLM (German Aviation Ministry) ordered Messerschmitt to rationalise production of the Bf 109, consolidating parts, types etc to produce a uniform, standard model with better interchangeability of parts and equipment.

the standardization included:

- aerodynamic improvements, the bulges on the cowling disappeared

- improved landing gear with bigger wheels

- fully retractable, longer tail-wheel for better airflow in T/O and better sight when taxiing

- new tail unit with rudder trim tabs

- improved DB 605 engine

- blind flying instruments

- stronger armament

- "Erla Haube" canopy for better vision

===Unit Deployment===

===Variants===
* K-0 Pre-production aircraft, powered by a DB 605DM engine
* K-2 proposed version without pressurized cockpit
* K-4 only serial production version without pressurized cockpit, powered by a DB 605DM, DB or DC engine
* K-6 proposed heavy fighter version, as K-4 with reinforced wings holding two additional 30 mm MK 108 cannons and additional armour
* K-8 proposed reconnaissance version, equipment similar to G-8
* K-10 proposed version, similar to K-6, MK 103mot engine cannon instead of MK 108
* K-12 proposed version, dual-seat trainer similar to G-12
* K-14 proposed version, similar to K-6, powered by a DB 605L engine

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===External Links===
[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]

[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]

[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]

[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

[http://www.eaf51.org/newweb/Documenti/Storia/Flying_%20109_ENG.pdf Flight report on a restored BF109 g10 (basically a k4)Black 2]

[http://www.adlertag.de/bilder/g-10_schw_2/die_me_109_g10_schwarze_2.htm Photo gallery of restored BF109 g10 Black 2]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109K-4
|image =109k4.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =1
|loadout1-1 =1) 30 mm MK 108 65 rpg
|loadout1-2 =2) 13 mm MG 131 300 rpg
|loadout2-1 =
|loadout2-2 =
|options1 =300 Litre Drop tank
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =20
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==

===Engine Power===

The Bf109K-4 is an absolute monster of engine performanceat low through high altitudes. Sea-level speed is very good, 339mph, 368mph with WEP. Speed climbs quickly through 5K (368/398), then a little more gradually through 10K (383/412), 15K (398/428), 20K (413/446) and 25K (431/445). Performance degrades above 26K, note the drop in top speed between 20 and 25K with WEP, albeit slowly. That makes the K4 a 400mph fighter at only just over 5K (at light weight and clean). The K-4 is likely in the top couple of rides for speed at altitudes up to 20K or so. Climb rate is equally impressive, around 4,500ft/min at sea-level, improving a bit to 4,700ft/min at 5K, but then slowly decreasing such that at 17K you still have 4,000ft/min with WEP. That’s excellent and again in the top handful of AH performers. Acceleration matches the climb, it’s unbelievable and a huge asset. If you aren’t excessive about WEP use you should always have plenty, but be careful about leaving it on for extended periods none the less.

Fuel duration is not very good with only 106 gallons internally, which tends to last only about 27min at military power, enough for a reasonable climb, transit and fight, but with WEP use that total will drop to more like 21 minutes. A centerline drop tank option adds another 79 gallons and is quite commonly carried (adding ~20 mins more flight time). There is a drag penalty though, even after the drop tank is discarded, but it tends to be minor.

===Aces High II Performance Charts===
[[Image:109k4spd.jpg|300px]]
[[Image:109k4clmb.jpg|300px]]

===Firepower===
[[Image:109k4FP.jpg | 250px | right]]
The 109K4 carries a devastating 30mm Mk 108 cannons (65 rounds) mounted to fire through the propeller spinner. A pair of cowl mounted 13mm Mk 131 guns (300rpg) add a decent secondary hitting power. I’m not a fan of 30mm cannons for use against fighters, it tends to fire too slowly, the ballistics are marginal, and the damage it inflicts is overkill. With practice (lots) a person can get used to it but it’s typically too much of a handicap for new players. It is also something hard to adjust to if you’ve been flying something with good ballistics, like .50cals or hispanos, and thus switching in/out of a 30mm is always a challenge. I’ve set the 30mm convergence short, around D250, because outside of this it’s almost impossible to hit a maneuvering target. I know some people set it to max range to put some extra loft into the trajectory. Most players underestimate the drop on the rounds so the extra loft might help but still limits the effective range to something around D250 for most players. The 13mm you can set to whatever you desire, they fire almost parallel anyway so if you set them longer it will give some reach (D400+). Total firing time for the 30mm is only 7 seconds, but the reality is you should only fire 1-2 rounds at a time and then re-aim. The 13mm give ~22 seconds, enough that you can fire them around a bit to scare people and make them turn, giving you a larger target to aim at. The only external option is the 300L drop tank, there are no bombs, rockets or gun-pods.

===Maneuverability===

The 109 series evolved from weights in the 5,500lb class through the K-4 which can tip the scales over 8,100lbs. The wing-loading increase wasn’t kind to the 109K-4 and I generally don’t feel it handles that well. It isn’t a strong aircraft in terms of maneuverability, especially at high weights and high/low speeds. Turn-radius is not good, nor is turn-rate, but the engine does have enough power to drag the K-4 around. Part of the issue is that the K-4 is a very hands-on aircraft, with a lot of throttle and rudder work required vs. many other aircraft that are more point-and-shoot. The K-4 is very speed sensitive, best in the 225-325mph zone where your instantaneous turn is maximized. The K-4’s engine strength is much of the problem. The K-4 cruises so quickly, climbs so effortlessly, and accelerates like a banshee, thus it can go from optimal speeds to extreme speeds in the blink of an eye.

At low speeds it feels like the engine drags you around as much as the wings creating lift. The leading edge slats and some flaps can really help. It gets a little tricky when slow because it requires a lot of manual input and gentle hand to keep yourself from flipping over on the engine’s massive torque (which actually overpowers the autopilot to the point that the aircraft won’t fly straight under trim). The leading-edge slats can feel a little destabilizing as they deploy/retract, causing a little “wiggle” in yaw. Use of more than 1-2 notches of flap should be reserved for stall fights or when you are very nose-high in a zoom-type climb. Flap create huge drag but the K-4 has enough power to overcome it better than most. Roll-rate is also speed sensitive in the same range, being average and not a strength to play to. Really be careful over ~425mph IAS, above that the controls start to become quite heavy in all axis and in an extreme dive it can be necessary to use trim to control the aircraft. I also tend to feel that as the K-4 uses ammunition up it tends to become a little better, not a surprise given the ammo alone weighs 200lbs. Also be sure to rid yourself of your drop tank, a common error that adds weight and drag, complicating the situation.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

One of the most exciting advantages of the K4 is the climbing ability. Most planes cannot follow the K4 in a climb especially if you keep your energy high after an attack. One promising strategy is, to fly high into the fight, boom in and zoom out without turning more than 45°. The K4 is not a good turner, it looses a lot E in a turn and one of it`s biggest drawback it it`s high speed compression. You have to use your trim to keep the plane balanced in a dive and if you are too fast, you have to nose up by hitting the trim key as often as possible. In this situation it may slightly roll to the side and will not response to the alerions. So keep this always in mind, if you dive. Hold your speed below this point and -if neccessary- throttle back so you always keep controle over the plane.

For attacking, try to make quick passes at your opponent. I usually pick out a target, dive in below him, get in close, and when I hit D300, I cut loose with the 30mm from low and behind. This several things for you: 1) you have the speed to outrun the other planes untill drag catche up to you, and the few faster than you catch up. 2) He won't see you once you get below him, meaning you can get in closer. 3) It gives you a larger target than a shot from dead 6, meaning you're more likely to hit 4) The speed can also be used to climb back upto saftey, and repeat the process.

Only fire 1-2 rounds with the 30mm, and don't fire the 30mm and the 13mm mg's at the same time. The 13mm rounds distract you, and you can't keep track of your 30mm round.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

The 109K4 also is a very fast plane, but due to this, you may get some compression already in a level flight or a light dive. You may follow the fastest prop driven planes in the game for a while, but you should not do it for a long time.

The 109 is very vulnerable to hits to its radiators and oil. Oil leaks are common but a plus side is you’ll get quite a bit of time before your engine quits. The opposite is true of a radiator hit, if you get one your engine will be dead within a few minutes.
If you aren’t close to a base you might as well go all out against whatever cons are in the area your as good as dead anyway.

If you are low and slow, use your flaps. This will tighten your turn radius und due to the strong engine you may accelerate after a turn and escape the enemy. Try to climb him out when you are in a save distance. Running level against fast late war planes may not be the best choice, but especially the fast allied (US)planes have problems to follow in a climb. The Spit XIV is the most dangerous match because it climbs and runs as well as the K4.

===Fighting against the {{PAGENAME}}===

In capable hands, the 109K-4 can be a whole lot of trouble. It’s right near the head of the class in terms of climb, acceleration and firepower. If it has positional advantage and/or time to work with, it can be a real handful

If attacking a K-4, try and keep the pressure on and see if you can’t get the K-4 into a lengthy turning defense. It helps if you come in with some energy advantage in speed or altitude. The more you can dictate the fight the better as the key is to not let the K-4 time to react or collect energy. Take whatever snap shots you get as the 109’s are not very tough and commonly take radiator and fuel hits that will dramatically limit the K-4’s options. Typically you’ll only get a couple of attempts to attack a K-4 before it starts to even the fight in terms of energy, which means it will then start to try and win angles or look for it’s own shot opportunity. Don’t overshoot the K-4, even if it appears to be too slow to be of danger, it can quickly accelerate and might get a snapshot as you pass by. Never turn your back even if the K-4 starts to run away unless you think you have enough separation to make your escape good. K-4’s have a nasty habit of returning shortly after they’ve left but this time they have the energy advantage. Most K-4’s are not going to be that well piloted though and will not use the full capabilities of the K-4 so aren’t too tough to beat. In most cases other aircraft have an advantage they can exploit or a capability they can match (or almost). If you press your strength, typically in turn-rate/radius, you can often make the K-4 a fairly easy kill. One last warning, don’t get sloppy around a K-4 because the can one hit kill you if given half a chance.

If jumped by a K-4 be very aware of the firepower and make your defensive maneuvers erratic and unpredictable. Many very good pilots fly the K-4 and won’t miss simple defensive maneuvers. Try and keep speeds in your favor, either getting above the K-4 comfort zone, i.e. taking the fight to 400+mph, or slow things down under 225mph. Most of the time K-4’s will sit and BnZ you from above and not engage in a turning fight. You can also typically use roll-rate to keep the K-4 out of phase and thus exploit a lagging lift vector angle (i.e. where it can’t keep up to your roll). A fun tactic is to pre-judge the K-4s diving attack, putting in a little dive yourself, suckering the K-4 past it’s optimal speed and then using that to gain an advantage (such as in a lag-roll to get behind them). The K-4 also isn’t great on rolling maneuvers be it scissors or reversals. The K-4 huge acceleration can quickly cause it to overshoot an enemy and give opportunities to sprinkle hits on the K-4 as it passes. Trying to cause an overshoot in a close situation is dangerous because a K-4 will typically throw a couple of 30mm your way in the process. In general it shouldn’t be too tough to defeat K-4 attacks as long as you remain alert and time your defenses correctly. The K-4 has a lot of staying power as long as it doesn’t fire away all its cannon ammunition so it’s best to ensure you implement an overall strategy for the fight, not just a point-in-time defense. This might be to escape towards friends or maybe to sucker the K-4 in close if you feel the have the means to do so and put the K-4 on the defensive. Be careful of what appears to a reversal where you are almost matched E, it might be a rope-a-dope where the K-4 is simply setting you up to stall out so it can dive back down and nail you

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:109k4main.jpg

2010-05-20T10:40:17Z

Pervert: 109k4 Tongs

109k4 Tongs

Me 163

2010-05-16T10:38:00Z

Pervert:

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Me 163
|image =me163.jpg
|type =fighter interceptor
|variantof =
|country =Germany
|manufacturer =Messerschmit
|crew =1
|wingspan =9.33 m
|length =5.70 m
|height =2.75 m
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===
Work on the design started under the aegis of the Deutsche Forschungsanstalt für Segelflug (DFS) - the German Institute for the Study of sailplane flight. Their first design was a conversion of the earlier Lippisch Delta IV known as the DFS 39 and used purely as a glider testbed of the airframe.

A larger follow-on version with a small propeller engine started as the DFS 194. This version used wingtip-mounted rudders, which Lippisch felt would cause problems at high speed. He later redesigned them to be mounted on a conventional vertical stabilizer at the rear of the aircraft. The design included a number of features from its glider heritage, notably a skid used for landings, which could be retracted into the aircraft's keel in flight. For takeoff, a pair of wheels, each mounted onto the ends of a specially designed cross-axle, together comprising a takeoff "dolly" mounted under the landing skid, were needed due to the weight of the fuel, but these were released shortly after takeoff. It was planned to move to the Walter R-1-203 cold engine of 400 kg (880 lb) thrust when available.

Heinkel had also been working with Hellmuth Walter on his rocket engines, mounting them in the He 112 for testing, and later in the first purpose-designed rocket aircraft, the He 176. Heinkel had also been selected to produce the fuselage for the DFS 194 when it entered production, as it was felt that the highly volatile fuel would be too dangerous in a wooden fuselage, with which it could react. Work continued under the code name Projekt X.

However the division of work between DFS and Heinkel led to problems, notably that DFS seemed incapable of building even a prototype fuselage. Lippisch eventually requested to leave DFS and join Messerschmitt instead. On 2 January 1939, he moved along with his team and the partially completed DFS 194 to the Messerschmitt works at Augsburg.

The delays caused by this move allowed the engine development to "catch up". Once at Messerschmitt, the decision was made to skip over the propeller-powered version and move directly to rocket power. The airframe was completed in Augsburg and shipped to Peenemünde West[q] in early 1940 to receive its engine. Although the engine proved to be extremely unreliable, the aircraft had excellent performance, reaching a speed of 342 mph (550 km/h) in one test.

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|Messerschmitt Me 163B Komet]]
|image =
|type =Fighter
|variantof =Me 163
|crew =One
|speed =Up to 580mph at 10,000ft
|loadout1-1 =2x 30mm cannons, 60 rounds/gun
|loadout1-2 =
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =50
|LWENY =5
|carrier =no
}}
==The Me 163 in Aces High II==
First unveiled at the Aces High convention, the Me 163 didn't arrive in the game until almost half a year later. Based on a later version of the Me 163, the model we have is simply a man powered missile. Packing big guns with incredible climb and speed, it was destined from the outset to be a perk plane with limited use so as not to unbalance the arena. The Me 163 really is one of those "wow" types of planes that really didn't make an impact in WW2, yet was actually flown and used. Many of the vices of the original are not accurately modelled in AH, but the plane itself is simply fun to fly. Limits on the position and number of airfields that have this plane enabled only allow for rare use, usually in defense of the HQ.

===Engine Power===
It's hard to really describe the Me 163 engine performance when comparing it to anything else in the game. It is rocket powered, imparting incredible speed and climb, but of very limited duration. Full throttle fuel range is only 6.5 minutes, but in that time you can cross a whole lot of territory. This means that to get farther you should go around 350mph and use full throttle only in combat dogfights. I would expect that there really are only two throttle settings, engine on with full throttle, and engine off and gliding. Sea-level speed is in excess of 525mph, while at altitude it can actually go much faster than that. Max stable airspeed seems to be in the range of 620mph, after which compression is very evident and the controls are mostly frozen. It is still possible to recover from a dive using trim, but as I will mention later, even that is dangerous. Climb rate is simply out of this world, over 30K/minute according to the gauge, but I think it takes a little more than that to actually reach that altitude. Top altitude is in excess of 50K, though if you go that high you are likely to be all alone. On auto-climb, be careful of a "dead-zone" that starts at about 17K where the plane starts to shallow out the climb and pick up speed. You can over-ride this, keep the nose high, and climb faster than if you decide to allow auto-climb to continue. Also, while you can re-arm/re-fuel, once you let your wheels go on take-off, you can no longer taxi and have insufficient thrust to start the Me 163 moving again on the ground.



===Firepower===
The Me 163 has heavy firepower with a pair of forward mounted 30mm cannons with 60 rounds/gun. This gives very hard hitting shots, which is good because in most cases your firing opportunities tend to be extremely short. The 30mm cannons take a little practice to get used to and are best used at very short ranges. Getting to short range is not really a problem since most of your time in an Me 163 is likely to be spent in excess of 500mph.

===Maneuverability===
Manueverability is excellent at all speeds, with or without the engine operating. The plane itself weighs in around 9,500 pounds but feels more like half that. The unique layout of the highly swept wing gives good performance at high speeds up to about 600mph, and at low speeds even around 150mph. It is very easy to overstress the aircraft, or simply pull so many G's that you black out, with almost no effort at all. The Me 163 seems pretty strong to excessive flight forces though be careful, it is very easy to overstress the pilot, instantly killing yourself and sending you back to the tower. Watch out for pulling too many G's when under powered flight. Roll rate is excellent, gun stability is very good, cornering performance is wonderful. Even at low speeds, if you have engine power, you can turn with Spitfires and then pull away with acceleration they have no hope of matching.

Flap speeds are 400, 275, 225, 180, and 165 IAS.

===Fighting in the Me 163===
[[ Image:163_berlin1.jpg | right | 250px]]
The Me 163 is totally unlike any other aircraft in the game. Part of that is because of the limited availability at only certain airfields. The other reason is, it is a plane with almost a 1:1 thrust to weight ratio. It can climb at angles up to 70 degrees or more and accelerate from 200mph to 400mph in seconds. It's more guided missile than aircraft.

Typical use includes a climb to altitude above you target, with the engine being turned off or throttled completely back. Then BnZ style passes at very high closing speeds and 30mm shots at very short range. You only have 60 rounds per cannon so you can't afford to really waste them on longer ranged shots. Also, the seated position in the cockpit makes for some difficult visibility of targets. Save your fuel for your climbing and extension periods while you use gliding attacks if you don't need more speed. Excessive speed actually can hamper you since your firing window will be very brief and collisions could be a problem. Climb above, dive in at 400-550mph, get close and take your shot, extending away before the enemy can really retaliate. Steep angled attacks from above and below often present the safest approaches, and climbing from below is not a problem since your engine can likely bring you near vertical from underneath with no problem.

Always watch your fuel condition. Your climb is likely to cost you 1/3 or more of your total fuel. If you have transited any distance to your target, you have likely used up another significant portion, and then your return to base may take even a little more. The Me 163 is an excellent glider, so you likely don't need much fuel to get back to base if you have some altitude under you wings, but you don't want to land short so keeping that last 1/8th of a tank for landing might be wise.

The only time you should be slow is at the top of zooms or during landing. At all other times make sure to keep your speed such that defense against fighters is not really a problem. If they can't catch you then they are limited to fleeting crossing shots at extreme speeds, which are rarely successful. Don't dive away from fighters with similar speed since they may be able to nearly match you in a dive if they started with an advantage. Climb away if possible, there is no way they can match even 1/10th of your potential climb rate at most altitudes and you will leave them in the dust.

A couple of final notes, with the very high speeds that the Me 163 is capable of in powered and unpowered flight, be very careful to not overstress the aircraft or yourself. You can put G's on very quickly, and it is almost mandatory at times to get a little blacked out on attack, but if you pull too hard you are likely to kill yourself or break up the aircraft. Even trimming actions to pull out of dives at very high speeds can be enough to kill you. If you miss an attack, rather than force a bad situation, instead climb back up and make another pass. I've seen in upwards of 50% of Me 163 losses caused by overstressing with nary an enemy hit.

===Fighting against the Me 163===
Good luck, if one is stupid enough to slow down for you then you might have a chance, but only a brief one, before he firewalls the throttles and zooms away. Don't Head-On one, they have twin 30mm's that will make it a losing situation for you, plus, they are small targets moving very quickly and are hard to hit. If you get a fleeting shot, take it, it might be the only shot you'll see. If you can simply deny them a good shot, that might be the best you can do. Make violent maneuvers that will cause them to pull excessive G's. Remember, they are likely travelling very quickly and it can be difficult for the Me 163 pilot to adjust to a maneuvering target. If the Me 163 does maneuver, it may be blacking out the pilot, or maybe even overstressing the airframe causing his death.

The most vulnerable time for the Me 163, as was classicly the case with planes like the Me 262 also, is during landing and approach. Most Me 163 pilots are going to be fuel dry when they start their glide back to base. Now, the glide may start out very fast, but eventually they have to slow down to land and that is the time to hit them. Without any power because of lack of fuel, they are easy pickings. Follow them until they slow down and then force the fight.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Me 163

2010-05-16T10:37:37Z

Pervert:

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =me 163
|image =me163.jpg
|type =fighter interceptor
|variantof =
|country =Germany
|manufacturer =Messerschmit
|crew =1
|wingspan =9.33 m
|length =5.70 m
|height =2.75 m
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===
Work on the design started under the aegis of the Deutsche Forschungsanstalt für Segelflug (DFS) - the German Institute for the Study of sailplane flight. Their first design was a conversion of the earlier Lippisch Delta IV known as the DFS 39 and used purely as a glider testbed of the airframe.

A larger follow-on version with a small propeller engine started as the DFS 194. This version used wingtip-mounted rudders, which Lippisch felt would cause problems at high speed. He later redesigned them to be mounted on a conventional vertical stabilizer at the rear of the aircraft. The design included a number of features from its glider heritage, notably a skid used for landings, which could be retracted into the aircraft's keel in flight. For takeoff, a pair of wheels, each mounted onto the ends of a specially designed cross-axle, together comprising a takeoff "dolly" mounted under the landing skid, were needed due to the weight of the fuel, but these were released shortly after takeoff. It was planned to move to the Walter R-1-203 cold engine of 400 kg (880 lb) thrust when available.

Heinkel had also been working with Hellmuth Walter on his rocket engines, mounting them in the He 112 for testing, and later in the first purpose-designed rocket aircraft, the He 176. Heinkel had also been selected to produce the fuselage for the DFS 194 when it entered production, as it was felt that the highly volatile fuel would be too dangerous in a wooden fuselage, with which it could react. Work continued under the code name Projekt X.

However the division of work between DFS and Heinkel led to problems, notably that DFS seemed incapable of building even a prototype fuselage. Lippisch eventually requested to leave DFS and join Messerschmitt instead. On 2 January 1939, he moved along with his team and the partially completed DFS 194 to the Messerschmitt works at Augsburg.

The delays caused by this move allowed the engine development to "catch up". Once at Messerschmitt, the decision was made to skip over the propeller-powered version and move directly to rocket power. The airframe was completed in Augsburg and shipped to Peenemünde West[q] in early 1940 to receive its engine. Although the engine proved to be extremely unreliable, the aircraft had excellent performance, reaching a speed of 342 mph (550 km/h) in one test.

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|Messerschmitt Me 163B Komet]]
|image =
|type =Fighter
|variantof =Me 163
|crew =One
|speed =Up to 580mph at 10,000ft
|loadout1-1 =2x 30mm cannons, 60 rounds/gun
|loadout1-2 =
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =50
|LWENY =5
|carrier =no
}}
==The Me 163 in Aces High II==
First unveiled at the Aces High convention, the Me 163 didn't arrive in the game until almost half a year later. Based on a later version of the Me 163, the model we have is simply a man powered missile. Packing big guns with incredible climb and speed, it was destined from the outset to be a perk plane with limited use so as not to unbalance the arena. The Me 163 really is one of those "wow" types of planes that really didn't make an impact in WW2, yet was actually flown and used. Many of the vices of the original are not accurately modelled in AH, but the plane itself is simply fun to fly. Limits on the position and number of airfields that have this plane enabled only allow for rare use, usually in defense of the HQ.

===Engine Power===
It's hard to really describe the Me 163 engine performance when comparing it to anything else in the game. It is rocket powered, imparting incredible speed and climb, but of very limited duration. Full throttle fuel range is only 6.5 minutes, but in that time you can cross a whole lot of territory. This means that to get farther you should go around 350mph and use full throttle only in combat dogfights. I would expect that there really are only two throttle settings, engine on with full throttle, and engine off and gliding. Sea-level speed is in excess of 525mph, while at altitude it can actually go much faster than that. Max stable airspeed seems to be in the range of 620mph, after which compression is very evident and the controls are mostly frozen. It is still possible to recover from a dive using trim, but as I will mention later, even that is dangerous. Climb rate is simply out of this world, over 30K/minute according to the gauge, but I think it takes a little more than that to actually reach that altitude. Top altitude is in excess of 50K, though if you go that high you are likely to be all alone. On auto-climb, be careful of a "dead-zone" that starts at about 17K where the plane starts to shallow out the climb and pick up speed. You can over-ride this, keep the nose high, and climb faster than if you decide to allow auto-climb to continue. Also, while you can re-arm/re-fuel, once you let your wheels go on take-off, you can no longer taxi and have insufficient thrust to start the Me 163 moving again on the ground.



===Firepower===
The Me 163 has heavy firepower with a pair of forward mounted 30mm cannons with 60 rounds/gun. This gives very hard hitting shots, which is good because in most cases your firing opportunities tend to be extremely short. The 30mm cannons take a little practice to get used to and are best used at very short ranges. Getting to short range is not really a problem since most of your time in an Me 163 is likely to be spent in excess of 500mph.

===Maneuverability===
Manueverability is excellent at all speeds, with or without the engine operating. The plane itself weighs in around 9,500 pounds but feels more like half that. The unique layout of the highly swept wing gives good performance at high speeds up to about 600mph, and at low speeds even around 150mph. It is very easy to overstress the aircraft, or simply pull so many G's that you black out, with almost no effort at all. The Me 163 seems pretty strong to excessive flight forces though be careful, it is very easy to overstress the pilot, instantly killing yourself and sending you back to the tower. Watch out for pulling too many G's when under powered flight. Roll rate is excellent, gun stability is very good, cornering performance is wonderful. Even at low speeds, if you have engine power, you can turn with Spitfires and then pull away with acceleration they have no hope of matching.

Flap speeds are 400, 275, 225, 180, and 165 IAS.

===Fighting in the Me 163===
[[ Image:163_berlin1.jpg | right | 250px]]
The Me 163 is totally unlike any other aircraft in the game. Part of that is because of the limited availability at only certain airfields. The other reason is, it is a plane with almost a 1:1 thrust to weight ratio. It can climb at angles up to 70 degrees or more and accelerate from 200mph to 400mph in seconds. It's more guided missile than aircraft.

Typical use includes a climb to altitude above you target, with the engine being turned off or throttled completely back. Then BnZ style passes at very high closing speeds and 30mm shots at very short range. You only have 60 rounds per cannon so you can't afford to really waste them on longer ranged shots. Also, the seated position in the cockpit makes for some difficult visibility of targets. Save your fuel for your climbing and extension periods while you use gliding attacks if you don't need more speed. Excessive speed actually can hamper you since your firing window will be very brief and collisions could be a problem. Climb above, dive in at 400-550mph, get close and take your shot, extending away before the enemy can really retaliate. Steep angled attacks from above and below often present the safest approaches, and climbing from below is not a problem since your engine can likely bring you near vertical from underneath with no problem.

Always watch your fuel condition. Your climb is likely to cost you 1/3 or more of your total fuel. If you have transited any distance to your target, you have likely used up another significant portion, and then your return to base may take even a little more. The Me 163 is an excellent glider, so you likely don't need much fuel to get back to base if you have some altitude under you wings, but you don't want to land short so keeping that last 1/8th of a tank for landing might be wise.

The only time you should be slow is at the top of zooms or during landing. At all other times make sure to keep your speed such that defense against fighters is not really a problem. If they can't catch you then they are limited to fleeting crossing shots at extreme speeds, which are rarely successful. Don't dive away from fighters with similar speed since they may be able to nearly match you in a dive if they started with an advantage. Climb away if possible, there is no way they can match even 1/10th of your potential climb rate at most altitudes and you will leave them in the dust.

A couple of final notes, with the very high speeds that the Me 163 is capable of in powered and unpowered flight, be very careful to not overstress the aircraft or yourself. You can put G's on very quickly, and it is almost mandatory at times to get a little blacked out on attack, but if you pull too hard you are likely to kill yourself or break up the aircraft. Even trimming actions to pull out of dives at very high speeds can be enough to kill you. If you miss an attack, rather than force a bad situation, instead climb back up and make another pass. I've seen in upwards of 50% of Me 163 losses caused by overstressing with nary an enemy hit.

===Fighting against the Me 163===
Good luck, if one is stupid enough to slow down for you then you might have a chance, but only a brief one, before he firewalls the throttles and zooms away. Don't Head-On one, they have twin 30mm's that will make it a losing situation for you, plus, they are small targets moving very quickly and are hard to hit. If you get a fleeting shot, take it, it might be the only shot you'll see. If you can simply deny them a good shot, that might be the best you can do. Make violent maneuvers that will cause them to pull excessive G's. Remember, they are likely travelling very quickly and it can be difficult for the Me 163 pilot to adjust to a maneuvering target. If the Me 163 does maneuver, it may be blacking out the pilot, or maybe even overstressing the airframe causing his death.

The most vulnerable time for the Me 163, as was classicly the case with planes like the Me 262 also, is during landing and approach. Most Me 163 pilots are going to be fuel dry when they start their glide back to base. Now, the glide may start out very fast, but eventually they have to slow down to land and that is the time to hit them. Without any power because of lack of fuel, they are easy pickings. Follow them until they slow down and then force the fight.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Me 163

2010-05-16T10:36:37Z

Pervert: /* Development */ added wiki development piece

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =[[Template:Infobox Aircraft/doc|Editing this template]]
|image =me163.jpg
|type =fighter interceptor
|variantof =
|country =Germany
|manufacturer =Messerschmit
|crew =1
|wingspan =9.33 m
|length =5.70 m
|height =2.75 m
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===
Work on the design started under the aegis of the Deutsche Forschungsanstalt für Segelflug (DFS) - the German Institute for the Study of sailplane flight. Their first design was a conversion of the earlier Lippisch Delta IV known as the DFS 39 and used purely as a glider testbed of the airframe.

A larger follow-on version with a small propeller engine started as the DFS 194. This version used wingtip-mounted rudders, which Lippisch felt would cause problems at high speed. He later redesigned them to be mounted on a conventional vertical stabilizer at the rear of the aircraft. The design included a number of features from its glider heritage, notably a skid used for landings, which could be retracted into the aircraft's keel in flight. For takeoff, a pair of wheels, each mounted onto the ends of a specially designed cross-axle, together comprising a takeoff "dolly" mounted under the landing skid, were needed due to the weight of the fuel, but these were released shortly after takeoff. It was planned to move to the Walter R-1-203 cold engine of 400 kg (880 lb) thrust when available.

Heinkel had also been working with Hellmuth Walter on his rocket engines, mounting them in the He 112 for testing, and later in the first purpose-designed rocket aircraft, the He 176. Heinkel had also been selected to produce the fuselage for the DFS 194 when it entered production, as it was felt that the highly volatile fuel would be too dangerous in a wooden fuselage, with which it could react. Work continued under the code name Projekt X.

However the division of work between DFS and Heinkel led to problems, notably that DFS seemed incapable of building even a prototype fuselage. Lippisch eventually requested to leave DFS and join Messerschmitt instead. On 2 January 1939, he moved along with his team and the partially completed DFS 194 to the Messerschmitt works at Augsburg.

The delays caused by this move allowed the engine development to "catch up". Once at Messerschmitt, the decision was made to skip over the propeller-powered version and move directly to rocket power. The airframe was completed in Augsburg and shipped to Peenemünde West[q] in early 1940 to receive its engine. Although the engine proved to be extremely unreliable, the aircraft had excellent performance, reaching a speed of 342 mph (550 km/h) in one test.

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|Messerschmitt Me 163B Komet]]
|image =
|type =Fighter
|variantof =Me 163
|crew =One
|speed =Up to 580mph at 10,000ft
|loadout1-1 =2x 30mm cannons, 60 rounds/gun
|loadout1-2 =
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =50
|LWENY =5
|carrier =no
}}
==The Me 163 in Aces High II==
First unveiled at the Aces High convention, the Me 163 didn't arrive in the game until almost half a year later. Based on a later version of the Me 163, the model we have is simply a man powered missile. Packing big guns with incredible climb and speed, it was destined from the outset to be a perk plane with limited use so as not to unbalance the arena. The Me 163 really is one of those "wow" types of planes that really didn't make an impact in WW2, yet was actually flown and used. Many of the vices of the original are not accurately modelled in AH, but the plane itself is simply fun to fly. Limits on the position and number of airfields that have this plane enabled only allow for rare use, usually in defense of the HQ.

===Engine Power===
It's hard to really describe the Me 163 engine performance when comparing it to anything else in the game. It is rocket powered, imparting incredible speed and climb, but of very limited duration. Full throttle fuel range is only 6.5 minutes, but in that time you can cross a whole lot of territory. This means that to get farther you should go around 350mph and use full throttle only in combat dogfights. I would expect that there really are only two throttle settings, engine on with full throttle, and engine off and gliding. Sea-level speed is in excess of 525mph, while at altitude it can actually go much faster than that. Max stable airspeed seems to be in the range of 620mph, after which compression is very evident and the controls are mostly frozen. It is still possible to recover from a dive using trim, but as I will mention later, even that is dangerous. Climb rate is simply out of this world, over 30K/minute according to the gauge, but I think it takes a little more than that to actually reach that altitude. Top altitude is in excess of 50K, though if you go that high you are likely to be all alone. On auto-climb, be careful of a "dead-zone" that starts at about 17K where the plane starts to shallow out the climb and pick up speed. You can over-ride this, keep the nose high, and climb faster than if you decide to allow auto-climb to continue. Also, while you can re-arm/re-fuel, once you let your wheels go on take-off, you can no longer taxi and have insufficient thrust to start the Me 163 moving again on the ground.



===Firepower===
The Me 163 has heavy firepower with a pair of forward mounted 30mm cannons with 60 rounds/gun. This gives very hard hitting shots, which is good because in most cases your firing opportunities tend to be extremely short. The 30mm cannons take a little practice to get used to and are best used at very short ranges. Getting to short range is not really a problem since most of your time in an Me 163 is likely to be spent in excess of 500mph.

===Maneuverability===
Manueverability is excellent at all speeds, with or without the engine operating. The plane itself weighs in around 9,500 pounds but feels more like half that. The unique layout of the highly swept wing gives good performance at high speeds up to about 600mph, and at low speeds even around 150mph. It is very easy to overstress the aircraft, or simply pull so many G's that you black out, with almost no effort at all. The Me 163 seems pretty strong to excessive flight forces though be careful, it is very easy to overstress the pilot, instantly killing yourself and sending you back to the tower. Watch out for pulling too many G's when under powered flight. Roll rate is excellent, gun stability is very good, cornering performance is wonderful. Even at low speeds, if you have engine power, you can turn with Spitfires and then pull away with acceleration they have no hope of matching.

Flap speeds are 400, 275, 225, 180, and 165 IAS.

===Fighting in the Me 163===
[[ Image:163_berlin1.jpg | right | 250px]]
The Me 163 is totally unlike any other aircraft in the game. Part of that is because of the limited availability at only certain airfields. The other reason is, it is a plane with almost a 1:1 thrust to weight ratio. It can climb at angles up to 70 degrees or more and accelerate from 200mph to 400mph in seconds. It's more guided missile than aircraft.

Typical use includes a climb to altitude above you target, with the engine being turned off or throttled completely back. Then BnZ style passes at very high closing speeds and 30mm shots at very short range. You only have 60 rounds per cannon so you can't afford to really waste them on longer ranged shots. Also, the seated position in the cockpit makes for some difficult visibility of targets. Save your fuel for your climbing and extension periods while you use gliding attacks if you don't need more speed. Excessive speed actually can hamper you since your firing window will be very brief and collisions could be a problem. Climb above, dive in at 400-550mph, get close and take your shot, extending away before the enemy can really retaliate. Steep angled attacks from above and below often present the safest approaches, and climbing from below is not a problem since your engine can likely bring you near vertical from underneath with no problem.

Always watch your fuel condition. Your climb is likely to cost you 1/3 or more of your total fuel. If you have transited any distance to your target, you have likely used up another significant portion, and then your return to base may take even a little more. The Me 163 is an excellent glider, so you likely don't need much fuel to get back to base if you have some altitude under you wings, but you don't want to land short so keeping that last 1/8th of a tank for landing might be wise.

The only time you should be slow is at the top of zooms or during landing. At all other times make sure to keep your speed such that defense against fighters is not really a problem. If they can't catch you then they are limited to fleeting crossing shots at extreme speeds, which are rarely successful. Don't dive away from fighters with similar speed since they may be able to nearly match you in a dive if they started with an advantage. Climb away if possible, there is no way they can match even 1/10th of your potential climb rate at most altitudes and you will leave them in the dust.

A couple of final notes, with the very high speeds that the Me 163 is capable of in powered and unpowered flight, be very careful to not overstress the aircraft or yourself. You can put G's on very quickly, and it is almost mandatory at times to get a little blacked out on attack, but if you pull too hard you are likely to kill yourself or break up the aircraft. Even trimming actions to pull out of dives at very high speeds can be enough to kill you. If you miss an attack, rather than force a bad situation, instead climb back up and make another pass. I've seen in upwards of 50% of Me 163 losses caused by overstressing with nary an enemy hit.

===Fighting against the Me 163===
Good luck, if one is stupid enough to slow down for you then you might have a chance, but only a brief one, before he firewalls the throttles and zooms away. Don't Head-On one, they have twin 30mm's that will make it a losing situation for you, plus, they are small targets moving very quickly and are hard to hit. If you get a fleeting shot, take it, it might be the only shot you'll see. If you can simply deny them a good shot, that might be the best you can do. Make violent maneuvers that will cause them to pull excessive G's. Remember, they are likely travelling very quickly and it can be difficult for the Me 163 pilot to adjust to a maneuvering target. If the Me 163 does maneuver, it may be blacking out the pilot, or maybe even overstressing the airframe causing his death.

The most vulnerable time for the Me 163, as was classicly the case with planes like the Me 262 also, is during landing and approach. Most Me 163 pilots are going to be fuel dry when they start their glide back to base. Now, the glide may start out very fast, but eventually they have to slow down to land and that is the time to hit them. Without any power because of lack of fuel, they are easy pickings. Follow them until they slow down and then force the fight.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Me 163

2010-05-16T10:34:38Z

Pervert: Updated info box added picture

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =[[Template:Infobox Aircraft/doc|Editing this template]]
|image =me163.jpg
|type =fighter interceptor
|variantof =
|country =Germany
|manufacturer =Messerschmit
|crew =1
|wingspan =9.33 m
|length =5.70 m
|height =2.75 m
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|Messerschmitt Me 163B Komet]]
|image =
|type =Fighter
|variantof =Me 163
|crew =One
|speed =Up to 580mph at 10,000ft
|loadout1-1 =2x 30mm cannons, 60 rounds/gun
|loadout1-2 =
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =50
|LWENY =5
|carrier =no
}}
==The Me 163 in Aces High II==
First unveiled at the Aces High convention, the Me 163 didn't arrive in the game until almost half a year later. Based on a later version of the Me 163, the model we have is simply a man powered missile. Packing big guns with incredible climb and speed, it was destined from the outset to be a perk plane with limited use so as not to unbalance the arena. The Me 163 really is one of those "wow" types of planes that really didn't make an impact in WW2, yet was actually flown and used. Many of the vices of the original are not accurately modelled in AH, but the plane itself is simply fun to fly. Limits on the position and number of airfields that have this plane enabled only allow for rare use, usually in defense of the HQ.

===Engine Power===
It's hard to really describe the Me 163 engine performance when comparing it to anything else in the game. It is rocket powered, imparting incredible speed and climb, but of very limited duration. Full throttle fuel range is only 6.5 minutes, but in that time you can cross a whole lot of territory. This means that to get farther you should go around 350mph and use full throttle only in combat dogfights. I would expect that there really are only two throttle settings, engine on with full throttle, and engine off and gliding. Sea-level speed is in excess of 525mph, while at altitude it can actually go much faster than that. Max stable airspeed seems to be in the range of 620mph, after which compression is very evident and the controls are mostly frozen. It is still possible to recover from a dive using trim, but as I will mention later, even that is dangerous. Climb rate is simply out of this world, over 30K/minute according to the gauge, but I think it takes a little more than that to actually reach that altitude. Top altitude is in excess of 50K, though if you go that high you are likely to be all alone. On auto-climb, be careful of a "dead-zone" that starts at about 17K where the plane starts to shallow out the climb and pick up speed. You can over-ride this, keep the nose high, and climb faster than if you decide to allow auto-climb to continue. Also, while you can re-arm/re-fuel, once you let your wheels go on take-off, you can no longer taxi and have insufficient thrust to start the Me 163 moving again on the ground.



===Firepower===
The Me 163 has heavy firepower with a pair of forward mounted 30mm cannons with 60 rounds/gun. This gives very hard hitting shots, which is good because in most cases your firing opportunities tend to be extremely short. The 30mm cannons take a little practice to get used to and are best used at very short ranges. Getting to short range is not really a problem since most of your time in an Me 163 is likely to be spent in excess of 500mph.

===Maneuverability===
Manueverability is excellent at all speeds, with or without the engine operating. The plane itself weighs in around 9,500 pounds but feels more like half that. The unique layout of the highly swept wing gives good performance at high speeds up to about 600mph, and at low speeds even around 150mph. It is very easy to overstress the aircraft, or simply pull so many G's that you black out, with almost no effort at all. The Me 163 seems pretty strong to excessive flight forces though be careful, it is very easy to overstress the pilot, instantly killing yourself and sending you back to the tower. Watch out for pulling too many G's when under powered flight. Roll rate is excellent, gun stability is very good, cornering performance is wonderful. Even at low speeds, if you have engine power, you can turn with Spitfires and then pull away with acceleration they have no hope of matching.

Flap speeds are 400, 275, 225, 180, and 165 IAS.

===Fighting in the Me 163===
[[ Image:163_berlin1.jpg | right | 250px]]
The Me 163 is totally unlike any other aircraft in the game. Part of that is because of the limited availability at only certain airfields. The other reason is, it is a plane with almost a 1:1 thrust to weight ratio. It can climb at angles up to 70 degrees or more and accelerate from 200mph to 400mph in seconds. It's more guided missile than aircraft.

Typical use includes a climb to altitude above you target, with the engine being turned off or throttled completely back. Then BnZ style passes at very high closing speeds and 30mm shots at very short range. You only have 60 rounds per cannon so you can't afford to really waste them on longer ranged shots. Also, the seated position in the cockpit makes for some difficult visibility of targets. Save your fuel for your climbing and extension periods while you use gliding attacks if you don't need more speed. Excessive speed actually can hamper you since your firing window will be very brief and collisions could be a problem. Climb above, dive in at 400-550mph, get close and take your shot, extending away before the enemy can really retaliate. Steep angled attacks from above and below often present the safest approaches, and climbing from below is not a problem since your engine can likely bring you near vertical from underneath with no problem.

Always watch your fuel condition. Your climb is likely to cost you 1/3 or more of your total fuel. If you have transited any distance to your target, you have likely used up another significant portion, and then your return to base may take even a little more. The Me 163 is an excellent glider, so you likely don't need much fuel to get back to base if you have some altitude under you wings, but you don't want to land short so keeping that last 1/8th of a tank for landing might be wise.

The only time you should be slow is at the top of zooms or during landing. At all other times make sure to keep your speed such that defense against fighters is not really a problem. If they can't catch you then they are limited to fleeting crossing shots at extreme speeds, which are rarely successful. Don't dive away from fighters with similar speed since they may be able to nearly match you in a dive if they started with an advantage. Climb away if possible, there is no way they can match even 1/10th of your potential climb rate at most altitudes and you will leave them in the dust.

A couple of final notes, with the very high speeds that the Me 163 is capable of in powered and unpowered flight, be very careful to not overstress the aircraft or yourself. You can put G's on very quickly, and it is almost mandatory at times to get a little blacked out on attack, but if you pull too hard you are likely to kill yourself or break up the aircraft. Even trimming actions to pull out of dives at very high speeds can be enough to kill you. If you miss an attack, rather than force a bad situation, instead climb back up and make another pass. I've seen in upwards of 50% of Me 163 losses caused by overstressing with nary an enemy hit.

===Fighting against the Me 163===
Good luck, if one is stupid enough to slow down for you then you might have a chance, but only a brief one, before he firewalls the throttles and zooms away. Don't Head-On one, they have twin 30mm's that will make it a losing situation for you, plus, they are small targets moving very quickly and are hard to hit. If you get a fleeting shot, take it, it might be the only shot you'll see. If you can simply deny them a good shot, that might be the best you can do. Make violent maneuvers that will cause them to pull excessive G's. Remember, they are likely travelling very quickly and it can be difficult for the Me 163 pilot to adjust to a maneuvering target. If the Me 163 does maneuver, it may be blacking out the pilot, or maybe even overstressing the airframe causing his death.

The most vulnerable time for the Me 163, as was classicly the case with planes like the Me 262 also, is during landing and approach. Most Me 163 pilots are going to be fuel dry when they start their glide back to base. Now, the glide may start out very fast, but eventually they have to slow down to land and that is the time to hit them. Without any power because of lack of fuel, they are easy pickings. Follow them until they slow down and then force the fight.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:Me163.jpg

2010-05-16T10:28:55Z

Pervert: me 163

me 163

La-7

2010-05-16T02:05:37Z

Pervert: Added basic aircraft info

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =La-7
|image =La7.jpg
|type =Fighter
|variantof =La-5
|country =USSR
|manufacturer =Lavochkin
|crew =1
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

1944

With the La-5FN emerging as the dominant VVS fighter on the Eastern front development was now also taken up by the Central Aero Hydrodynamics Institute (TsAGI)whose work was followed closely by Lavochkin. After failed attempts to incorporate the more powerful but unreliable Ash-71 engine it was realised that future development lay along the route of the proven but now fully developed Ash-82FNV unit from which no more hp could be extracted.

TsAGI therefore concentrated on improving the aerodynamic aspects of the type. From 16th December 1943 to the 10th February 1944 the La-5FN "206" underwent evaluation.

Refinements included

The spinner shape was made shorter and the hucks starter dog removed.
The oil cooler was housed more aerodynamically and relocated on the fuselage behind the wings
Engine cowling was simplified and number of panels reduced.
A new main wheel door was added to reduce drag over the wheel well.
The exhaust cover plates were reduced in size.
The super charger inlet was rehoused under the engine.
Performance was seen to significantly improve over the present production La-5FN adding 50km/hour to its top speed.

Before testing was complete Lavochkin was also tasked with the development of a "1944 model" of the La-5FN.

Accounts differ as to the exact specification of the "1944 model" however the following is generally accepted.

The 1944 model prototype was completed for mid January 1944 and first test flown on the 2nd of February where it immediately surpassed the low level maximum speed of not only the current La5FN but also the FW 190 A5 (597km/h to the FW's 560km/h). On the 16th February the aircraft was given to the state for testing. These continued until the 20th when engine problems occurred and reopened on the 8th March until the 27th March (despite an incident on the 22nd March which revealed that some key fuselage parts were lacking essential glue!)

However the results were outstanding. Top speed at 6000 metres was 680km/hr and climb rates were again significantly improved. The aileron and elevator control was further improved over production La5FN models whereby one handed operation of the joystick was possible in all circumstances.

Many of the advances developed in the La-5FN 206 had been incorporated with the following changes.

The super charger intake had been split and relocated in the wing roots
3 Beresin UB 20 cannons were incorporated
The landing gear struts were made longer
A new VISH 105 B-4 (anti flap) propellor had been fitted with automatic variable pitch control.
The wing to fuselage fillet plates had been redesigned
The cockpit cover had been redesigned (incorporating a roll bar)and a small access window added to the rear cockpit area.
Engine cowling design was further refined and sealed hermetically
Series production was immediately ordered however inorder to sustain present out put levels (La-5FN )and properly tool for the new design a 3 month plan was incorporated to manage the change over at the Gorkii plant (which still had a large stock of La5 type wings)

La-7

The Moscow (GAZ 381)plant however went in to production of the new mark immediately. Now re named the La-7 Moscow had produced 5 more by the end of March and was wholly converted to La-7 production by the end of June. Gorkii's stock of La-5 wings meant that it continued La-5FN production up until the end of October 1944 albeit along side increasing La-7 production.

The model did not incorporate all of the developments of the 1944 model. The Beresin cannon were replaced with the ShVak units used to date on the La-5FN (but reintroduced on later 1945 models).Further some problems still persisted: not in the least was pilot discomfort due to cockpit over heating now made worse due to the elimination of the La-5FN's cockpit ventilation ducts and the hot oil pipes running under the floor. Additional ventilation ducts were later added to the wing roots to alleviate the problem.

Post production tests in June revealed a drop in performance due to production errors. Once these were solved a batch of 20 La-7's were included in "inservice trials"with the 63rd Guards Air Fighter Corps. During the trials they flew 462 combat sorties and shot down 55 enemy aircraft( 52 FW's & 3 109's) for 4 combat losses. Some engine failures were experienced and subsequently found to be due to dust intake through the now lower air intake. By October production was in full swing at both Gorkii and Moscow plants. The La-7 was proving the dominent aircraft of the eastern front. Out performing the latest FW190 A8 variant in all aspects of climb speed and manoeuverability.

Range was again reduced to achieve performance now limited to 655km

1945

By the end of hostilities on the Russian/German front over 3500 La-7 had been sent to front line guards units and over 5000 were eventually produced in total. Survivability and combat victories were the highest among those regiments flying the La-7. (Although it is also true to say that the La-7 was given to the best regiments).

Latterly the 3 Beresin cannon were added to the La-7 increasing fire power considerably, however only 368 of these fighters saw front line action.

Foot Notes

In his initial choices of birch and pine Gorbunov had indeed allowed the mass production of fighter aircraft using material native to Russia. Aircraft when manufactured were done so with a life expectancy under combat conditions of months rather than years. The wood was not treated with any preservative and so its natural life was not long by "normal air craft" standards. In deed only 2 examples of the La mark survive today. (Both La-7's one at Prague Kbely museum the other at Moscow Monino Museum) In fact the frames were so vulnerable to fungicidal attack that when a squadron was sent to a subtropical climate (after the war) all planes were grounded and lost due to weakened structural members so attacked.

One post war incident does reflect the design considerations undertaken by Lavochkins engineers. The country to operate La-7's and La-5FN's longest was in fact Czechoslovakia who maintained them operationally until 1950(Russia dropping the mark by 1947). In 1946 they grounded all but 2 of the mark on the basis of structural degradation. An investigation was conducted to find that the air frame strength had been reduced by half. After initial alarm it was later discovered that Lavochkins engineers had allowed for this in their calculations and that the craft were still fully combat worthy!

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|Lavochkin La-7]]
|image =
|type =Fighter/Attacker
|variantof =
|crew =One
|loadout1-1 =2x 20mm cannons, 200 rounds/gun
|loadout1-2 =
|loadout2-1 =3x 20mm cannons, 150 rounds/gun
|loadout2-2 =
|options1 =2x 100kg bombs
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =5
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The big brother of the La5, it is almost the same airplane with a modified engine and repositioned intakes. This turned something that was already a good plane into a excellent performer. There are some other key changes though, both good and bad. The firepower has been increased (you have a 2 or 3 gun option) with the 3 cannons weighing no more than the 2 guns on the La5 but have slightly less ammo per gun. Really, the increase in firepower more than makes up for the decrease in ammunition. The handing has also changed, it is not nearly as nimble as the La5 and has a far more vicious low speed stall. In terms of pure performance, there may not be anything better under 10K.

===Engine Power===
The major asset of the La7 is simply pure power, it really has nothing else going for it that stands out, but sometimes power is enough. The engine imparts a sea-level cruise speed of 358mph, which would put it in the top of class, but adding WEP brings this up to 380mph. This is outstanding, and is faster than every other non-perk aircraft in the game, though some planes like the Fw190D9 and Bf109K4 can give it a pretty good run for the money. Still, the majority of aircraft can't come close and are easily left behind. Acceleration and climb is equally staggering, with the La7 capable of over 4K/minute from sea-level, though this starts to tail off over 10K. WEP time is incredibly long, I don't know that I've ever really run a La7 out of WEP when flying it in a fight, likely this is because of fuel, which runs out very quickly. Fuel range is very poor with the duration at full throttle only being 28 minutes with no option for droptanks. I think this is about the shortest fuel supply of any aircraft in the game that can't take droptanks, and when you are using WEP like it's going out of style, you'll find your actual airborne duration is more like 18 minutes or less. Above 10K, the La7 quickly loses it's edge with a number of aircraft out-stripping it in terms of speed and climb rate, but that tends to suit the style of fight in Aces High anyway, where fights start out at medium altitudes and usually progress quickly down to the weeds.

===Aces High II Performance Charts===
[[Image:la7spd.jpg|300px|La-7 speed chart]]
[[image:la7clmb.jpg|300px|La-7 climb chart]]

===Firepower===
One would think that the firepower on the La7 would be excellent when seeing it on paper. Really the choice is easy, a three 20mm with 150 rounds/gun, with a twin 20mm with 200 rounds/gun presented as an option though probably less than 1% of La7 sorties are flown with only 2 guns. Being cowl mounted the concentration of fire is excellent and anyone caught in the gunsight is likely in deep trouble before they can react. Cowl mounted weapons also don't suffer from convergence problems like widely wing mounted weapons, and it is possible to set the convergence out to D650. That in mind, now comes the really bad news, the ballistics of the Soviet cannons are awful, beyond ugly, and set a new level of aiming difficulty on targets out past D300. While the convergence might be effective at D650 it is almost pointless to set it out that far because the real range that you can expect to land aimed hits at is more like half that distance. Shooting at ranges outside of around D350 is simply spraying hoping for lucky hits, and you likely don't have all that much ammunition to waste with only 150 rounds/gun. A lot of people have troubles adapting when they've been used to flying something with hispanos, or US .50's, and falsely believe that shooting in the La7 is just as easy, while it certainly is not. This also leads to new players have troubles hitting anything in the La7, since they don't have the techniques mastered to get in close and land fatal hits in very short periods of time. This often leads new La7 pilots to resort to Head-On shots at suicidal close ranges. Good La7 pilots though can get in close and deliver crippling fire quickly, leading to the belief that the La7 has better guns than it actually does.

===Maneuverability===
The La7 might be considered a nimble plane, though I wouldn't really class it anywhere near a turn-fighter. At high speeds, it probably turns with just about anything in the game, though really all high speed turns are limited to the blackout limit at 5G anyway. While only a little better than average in the turning game at mid-low speeds, in the process of turning, it really gets away from it's main strength, speed. Low speed turning is dangerous since the La7 has a nasty stall behaviour, quickly and easily stalling only one wing and snap-rolling the plane downwards (maybe into the ground). You really don't need to push the La7 very far into unfriendly manuevers to realize how short tempered it can be when flown outside it's limits. High speed handling is excellent, even at extreme speeds, and I've never had an La7 come apart on me under structural loading that would have sent many other planes to the scrap-yard in pieces. One last point, the La7 really glides well, just like a P-51, so engine damage/failure should involve a climbing process with the plan to glide back to safety (reducing engine RPMs the La7 seems to glide forever).

===Fighting in the {{PAGENAME}}===
The icon "La7" is bound to draw a lot of attention so you will likely find yourself a rather hunted individual. Many MA opponents know that the La7 is the greatest threat to them if they are forced to try and escape low so will attempt to remove all La7s quickly while they have advantage. The P-51, in particular, will want to eliminate you so that it can dominate in the high speed fight without having to worry about low La7's causing them problems as the fight altitude deteriorates. The P-51 is an excellent matchup for the La7 and is an extremely dangerous opponent to encounter, but the balance favors the La7 as the fight get lower, which is the natural progression for most fights.

The key in the La7 is to use your speed to your advantage for both offense and defense, never slow down and learn to react to everything happening very quickly. Staying really fast typically helps keep anyone off your tail, or at least makes their job getting there a whole lot more difficult, plus likely extending the time you have to notice. You really need to have some experience and anticipation to properly fly the La7, with such inaccurate guns you need to get in close where aiming is not an issue. Your firing opportunities are likely to be brief, but if you are good, they will be very bloody for the enemy. I've cut many a Spitfire to ribbons in one pass with a 1/4 second firing because I anticipated his break turn, and then met him at short range when he was presenting a full plane view while turning. Slashing attacks are great, appearing quickly, taking a couple of shots while passing through a pile of bad-guys, and then racing out the other side to safety, or reversing to make another pass.

Defensively, you should be able to out-run anything you can't out-turn as long as you detect it early enough so you can build up seperation and maximize your speed. Try and not get cornered where you must turn and slow, that is almost certain death for any number of Spitfires who will dive 15K or more to get enough speed to catch you. You only need to break clear from an enemy with superior E, but vastly inferior natural top speed, once, and then you should be able to motor away. Against someone with similar high speed at your altitude, you should still likely be faster if only by a bit. You may also have a turn-rate advantage as many of the fastest aircraft (190D9, 109K4) that are not known to be considered even average turners (significantly towards the bottom of the pile overall). Don't worry about having to dive away, that's fine, playing to your advantage as long as you can find a direction to run while low that won't lead you to more high enemies.

Head-Ons are not really recommended, although it is a typical of the La7 but only because many people who fly it haven't yet developed the techniques to employ other tactics properly. The views and stall of the La7 also make it feel uncomfortable, since they are restrictive to people how have been used to the carefree handling and sight from such planes as the Spitfire and P-51D.

===Fighting against the {{PAGENAME}}===
When attacking the La7, you should try and take away it's one advantage, speed. You want to corner it, slow it down, and then pin it there while you take your shot. Typically this is done by starting a dive to catch the La7 and force him to react. The La7 is a fairly nimble plane with poor visibility, difficult handling, and ineffective long range firepower. The Typhoon, 190D9, 109K4, and P-51's can all force this style of fight and really cause an La7 problems. Still, a smart La7 pilot will try and draw out your energy reserve and then turn the tables, chasing you down with superior speed at sea level.

To attack the La7 from above is not very difficult since they always tend to be operating at very low levels and making slashing attacks. Position yourself above it and wait for it to reverse or turn, then dive in and make your move. Fire at long range and try to get hits whenever possible. The La7 is a tough aircraft but has a number of rather fragile components that seem to take damage easily. Fuel, the tail, and the engine all see to be a little more fragile than average while the actual wings and body seem quite tough. A wounded La7 is likely to try and run for home which may deny you a kill, but it will also take him away from the fight. One point of warning, be careful of smoking La7's, be it radiator, fuel, or oil leaks. La7's can sometimes trail smoke while actually having no leak. It usually seems to happen with the loss of the rudder or tail-wheel for some reason.

Defense of the La7 starts with good situational awareness. The sooner you can detect an La7 in the area, the sooner you can plan what your best course of defense may be. With slashing attacks, most La7 pilots can't hit an aircraft that performs even a basic type of break turn when the closing rate is very high, the key is timing it to be unexpected and too late for the La7 to compensate. The faster the closure, the shorter the time for the La7 to adjust and the sooner you may need to start your defense. In a BnZ style attack, the La7 can corral you and slowly work you out of energy, pushing the fight lower and lower and playing right into his game. Try and break way early, building up speed and then forcing the La7 to either overshoot (giving you a snapshot opportunity), or have him end up out of phase with you and heading the wrong direction (often using speed to induce a level of blackout or tunnel vision that may allow you to slip out of his view while you change heading). The speed margin on some aircraft compared to the La7 is such that a break of as little as D1.5 may be enough to guarantee a long pursuit which the La7 may not be willing to risk. If the La7 seems willing to enter a turn-fight and you are in a superior turning aircraft with no other enemies nearby, then oblige. Eventually the La7 will likely find he is being out-angled and decide to run for it. He won't likely be gone long, and you likely have no real avenue for pursuit, so expect him to come back as soon as you break off the chase, or when he builds up sufficient energy/speed/altitude that he feels he can come back and finish the job. Usually, rather than a pursuit, I would instead look for cover, using the time he runs to replace lost energy while finding a spot that discourages the La7 from returning.

One last point, the La7 has a really trouble with overshoots both because it packs on speed easily, and because it can't have the controls wrestled around when in close because it can stall violently. Most La7 drivers easily overshoot, so rolling scissors and other maneuers may cause an La7 to blow clean by you. You must be careful to not allow the La7 a shot as he passes though since he can take you down so quickly from in close, so make the maneuvers violent and unpredictable. Once he overshoots, you may or may not have a shot opportunity in return, though he is unlikely to stay in range for long.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

La-7

2010-05-16T02:03:39Z

Pervert: Added Picture

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =[[Template:Infobox Aircraft/doc|Editing this template]]
|image =La7.jpg
|type =
|variantof =
|country =
|manufacturer =
|crew =
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

1944

With the La-5FN emerging as the dominant VVS fighter on the Eastern front development was now also taken up by the Central Aero Hydrodynamics Institute (TsAGI)whose work was followed closely by Lavochkin. After failed attempts to incorporate the more powerful but unreliable Ash-71 engine it was realised that future development lay along the route of the proven but now fully developed Ash-82FNV unit from which no more hp could be extracted.

TsAGI therefore concentrated on improving the aerodynamic aspects of the type. From 16th December 1943 to the 10th February 1944 the La-5FN "206" underwent evaluation.

Refinements included

The spinner shape was made shorter and the hucks starter dog removed.
The oil cooler was housed more aerodynamically and relocated on the fuselage behind the wings
Engine cowling was simplified and number of panels reduced.
A new main wheel door was added to reduce drag over the wheel well.
The exhaust cover plates were reduced in size.
The super charger inlet was rehoused under the engine.
Performance was seen to significantly improve over the present production La-5FN adding 50km/hour to its top speed.

Before testing was complete Lavochkin was also tasked with the development of a "1944 model" of the La-5FN.

Accounts differ as to the exact specification of the "1944 model" however the following is generally accepted.

The 1944 model prototype was completed for mid January 1944 and first test flown on the 2nd of February where it immediately surpassed the low level maximum speed of not only the current La5FN but also the FW 190 A5 (597km/h to the FW's 560km/h). On the 16th February the aircraft was given to the state for testing. These continued until the 20th when engine problems occurred and reopened on the 8th March until the 27th March (despite an incident on the 22nd March which revealed that some key fuselage parts were lacking essential glue!)

However the results were outstanding. Top speed at 6000 metres was 680km/hr and climb rates were again significantly improved. The aileron and elevator control was further improved over production La5FN models whereby one handed operation of the joystick was possible in all circumstances.

Many of the advances developed in the La-5FN 206 had been incorporated with the following changes.

The super charger intake had been split and relocated in the wing roots
3 Beresin UB 20 cannons were incorporated
The landing gear struts were made longer
A new VISH 105 B-4 (anti flap) propellor had been fitted with automatic variable pitch control.
The wing to fuselage fillet plates had been redesigned
The cockpit cover had been redesigned (incorporating a roll bar)and a small access window added to the rear cockpit area.
Engine cowling design was further refined and sealed hermetically
Series production was immediately ordered however inorder to sustain present out put levels (La-5FN )and properly tool for the new design a 3 month plan was incorporated to manage the change over at the Gorkii plant (which still had a large stock of La5 type wings)

La-7

The Moscow (GAZ 381)plant however went in to production of the new mark immediately. Now re named the La-7 Moscow had produced 5 more by the end of March and was wholly converted to La-7 production by the end of June. Gorkii's stock of La-5 wings meant that it continued La-5FN production up until the end of October 1944 albeit along side increasing La-7 production.

The model did not incorporate all of the developments of the 1944 model. The Beresin cannon were replaced with the ShVak units used to date on the La-5FN (but reintroduced on later 1945 models).Further some problems still persisted: not in the least was pilot discomfort due to cockpit over heating now made worse due to the elimination of the La-5FN's cockpit ventilation ducts and the hot oil pipes running under the floor. Additional ventilation ducts were later added to the wing roots to alleviate the problem.

Post production tests in June revealed a drop in performance due to production errors. Once these were solved a batch of 20 La-7's were included in "inservice trials"with the 63rd Guards Air Fighter Corps. During the trials they flew 462 combat sorties and shot down 55 enemy aircraft( 52 FW's & 3 109's) for 4 combat losses. Some engine failures were experienced and subsequently found to be due to dust intake through the now lower air intake. By October production was in full swing at both Gorkii and Moscow plants. The La-7 was proving the dominent aircraft of the eastern front. Out performing the latest FW190 A8 variant in all aspects of climb speed and manoeuverability.

Range was again reduced to achieve performance now limited to 655km

1945

By the end of hostilities on the Russian/German front over 3500 La-7 had been sent to front line guards units and over 5000 were eventually produced in total. Survivability and combat victories were the highest among those regiments flying the La-7. (Although it is also true to say that the La-7 was given to the best regiments).

Latterly the 3 Beresin cannon were added to the La-7 increasing fire power considerably, however only 368 of these fighters saw front line action.

Foot Notes

In his initial choices of birch and pine Gorbunov had indeed allowed the mass production of fighter aircraft using material native to Russia. Aircraft when manufactured were done so with a life expectancy under combat conditions of months rather than years. The wood was not treated with any preservative and so its natural life was not long by "normal air craft" standards. In deed only 2 examples of the La mark survive today. (Both La-7's one at Prague Kbely museum the other at Moscow Monino Museum) In fact the frames were so vulnerable to fungicidal attack that when a squadron was sent to a subtropical climate (after the war) all planes were grounded and lost due to weakened structural members so attacked.

One post war incident does reflect the design considerations undertaken by Lavochkins engineers. The country to operate La-7's and La-5FN's longest was in fact Czechoslovakia who maintained them operationally until 1950(Russia dropping the mark by 1947). In 1946 they grounded all but 2 of the mark on the basis of structural degradation. An investigation was conducted to find that the air frame strength had been reduced by half. After initial alarm it was later discovered that Lavochkins engineers had allowed for this in their calculations and that the craft were still fully combat worthy!

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|Lavochkin La-7]]
|image =
|type =Fighter/Attacker
|variantof =
|crew =One
|loadout1-1 =2x 20mm cannons, 200 rounds/gun
|loadout1-2 =
|loadout2-1 =3x 20mm cannons, 150 rounds/gun
|loadout2-2 =
|options1 =2x 100kg bombs
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =5
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The big brother of the La5, it is almost the same airplane with a modified engine and repositioned intakes. This turned something that was already a good plane into a excellent performer. There are some other key changes though, both good and bad. The firepower has been increased (you have a 2 or 3 gun option) with the 3 cannons weighing no more than the 2 guns on the La5 but have slightly less ammo per gun. Really, the increase in firepower more than makes up for the decrease in ammunition. The handing has also changed, it is not nearly as nimble as the La5 and has a far more vicious low speed stall. In terms of pure performance, there may not be anything better under 10K.

===Engine Power===
The major asset of the La7 is simply pure power, it really has nothing else going for it that stands out, but sometimes power is enough. The engine imparts a sea-level cruise speed of 358mph, which would put it in the top of class, but adding WEP brings this up to 380mph. This is outstanding, and is faster than every other non-perk aircraft in the game, though some planes like the Fw190D9 and Bf109K4 can give it a pretty good run for the money. Still, the majority of aircraft can't come close and are easily left behind. Acceleration and climb is equally staggering, with the La7 capable of over 4K/minute from sea-level, though this starts to tail off over 10K. WEP time is incredibly long, I don't know that I've ever really run a La7 out of WEP when flying it in a fight, likely this is because of fuel, which runs out very quickly. Fuel range is very poor with the duration at full throttle only being 28 minutes with no option for droptanks. I think this is about the shortest fuel supply of any aircraft in the game that can't take droptanks, and when you are using WEP like it's going out of style, you'll find your actual airborne duration is more like 18 minutes or less. Above 10K, the La7 quickly loses it's edge with a number of aircraft out-stripping it in terms of speed and climb rate, but that tends to suit the style of fight in Aces High anyway, where fights start out at medium altitudes and usually progress quickly down to the weeds.

===Aces High II Performance Charts===
[[Image:la7spd.jpg|300px|La-7 speed chart]]
[[image:la7clmb.jpg|300px|La-7 climb chart]]

===Firepower===
One would think that the firepower on the La7 would be excellent when seeing it on paper. Really the choice is easy, a three 20mm with 150 rounds/gun, with a twin 20mm with 200 rounds/gun presented as an option though probably less than 1% of La7 sorties are flown with only 2 guns. Being cowl mounted the concentration of fire is excellent and anyone caught in the gunsight is likely in deep trouble before they can react. Cowl mounted weapons also don't suffer from convergence problems like widely wing mounted weapons, and it is possible to set the convergence out to D650. That in mind, now comes the really bad news, the ballistics of the Soviet cannons are awful, beyond ugly, and set a new level of aiming difficulty on targets out past D300. While the convergence might be effective at D650 it is almost pointless to set it out that far because the real range that you can expect to land aimed hits at is more like half that distance. Shooting at ranges outside of around D350 is simply spraying hoping for lucky hits, and you likely don't have all that much ammunition to waste with only 150 rounds/gun. A lot of people have troubles adapting when they've been used to flying something with hispanos, or US .50's, and falsely believe that shooting in the La7 is just as easy, while it certainly is not. This also leads to new players have troubles hitting anything in the La7, since they don't have the techniques mastered to get in close and land fatal hits in very short periods of time. This often leads new La7 pilots to resort to Head-On shots at suicidal close ranges. Good La7 pilots though can get in close and deliver crippling fire quickly, leading to the belief that the La7 has better guns than it actually does.

===Maneuverability===
The La7 might be considered a nimble plane, though I wouldn't really class it anywhere near a turn-fighter. At high speeds, it probably turns with just about anything in the game, though really all high speed turns are limited to the blackout limit at 5G anyway. While only a little better than average in the turning game at mid-low speeds, in the process of turning, it really gets away from it's main strength, speed. Low speed turning is dangerous since the La7 has a nasty stall behaviour, quickly and easily stalling only one wing and snap-rolling the plane downwards (maybe into the ground). You really don't need to push the La7 very far into unfriendly manuevers to realize how short tempered it can be when flown outside it's limits. High speed handling is excellent, even at extreme speeds, and I've never had an La7 come apart on me under structural loading that would have sent many other planes to the scrap-yard in pieces. One last point, the La7 really glides well, just like a P-51, so engine damage/failure should involve a climbing process with the plan to glide back to safety (reducing engine RPMs the La7 seems to glide forever).

===Fighting in the {{PAGENAME}}===
The icon "La7" is bound to draw a lot of attention so you will likely find yourself a rather hunted individual. Many MA opponents know that the La7 is the greatest threat to them if they are forced to try and escape low so will attempt to remove all La7s quickly while they have advantage. The P-51, in particular, will want to eliminate you so that it can dominate in the high speed fight without having to worry about low La7's causing them problems as the fight altitude deteriorates. The P-51 is an excellent matchup for the La7 and is an extremely dangerous opponent to encounter, but the balance favors the La7 as the fight get lower, which is the natural progression for most fights.

The key in the La7 is to use your speed to your advantage for both offense and defense, never slow down and learn to react to everything happening very quickly. Staying really fast typically helps keep anyone off your tail, or at least makes their job getting there a whole lot more difficult, plus likely extending the time you have to notice. You really need to have some experience and anticipation to properly fly the La7, with such inaccurate guns you need to get in close where aiming is not an issue. Your firing opportunities are likely to be brief, but if you are good, they will be very bloody for the enemy. I've cut many a Spitfire to ribbons in one pass with a 1/4 second firing because I anticipated his break turn, and then met him at short range when he was presenting a full plane view while turning. Slashing attacks are great, appearing quickly, taking a couple of shots while passing through a pile of bad-guys, and then racing out the other side to safety, or reversing to make another pass.

Defensively, you should be able to out-run anything you can't out-turn as long as you detect it early enough so you can build up seperation and maximize your speed. Try and not get cornered where you must turn and slow, that is almost certain death for any number of Spitfires who will dive 15K or more to get enough speed to catch you. You only need to break clear from an enemy with superior E, but vastly inferior natural top speed, once, and then you should be able to motor away. Against someone with similar high speed at your altitude, you should still likely be faster if only by a bit. You may also have a turn-rate advantage as many of the fastest aircraft (190D9, 109K4) that are not known to be considered even average turners (significantly towards the bottom of the pile overall). Don't worry about having to dive away, that's fine, playing to your advantage as long as you can find a direction to run while low that won't lead you to more high enemies.

Head-Ons are not really recommended, although it is a typical of the La7 but only because many people who fly it haven't yet developed the techniques to employ other tactics properly. The views and stall of the La7 also make it feel uncomfortable, since they are restrictive to people how have been used to the carefree handling and sight from such planes as the Spitfire and P-51D.

===Fighting against the {{PAGENAME}}===
When attacking the La7, you should try and take away it's one advantage, speed. You want to corner it, slow it down, and then pin it there while you take your shot. Typically this is done by starting a dive to catch the La7 and force him to react. The La7 is a fairly nimble plane with poor visibility, difficult handling, and ineffective long range firepower. The Typhoon, 190D9, 109K4, and P-51's can all force this style of fight and really cause an La7 problems. Still, a smart La7 pilot will try and draw out your energy reserve and then turn the tables, chasing you down with superior speed at sea level.

To attack the La7 from above is not very difficult since they always tend to be operating at very low levels and making slashing attacks. Position yourself above it and wait for it to reverse or turn, then dive in and make your move. Fire at long range and try to get hits whenever possible. The La7 is a tough aircraft but has a number of rather fragile components that seem to take damage easily. Fuel, the tail, and the engine all see to be a little more fragile than average while the actual wings and body seem quite tough. A wounded La7 is likely to try and run for home which may deny you a kill, but it will also take him away from the fight. One point of warning, be careful of smoking La7's, be it radiator, fuel, or oil leaks. La7's can sometimes trail smoke while actually having no leak. It usually seems to happen with the loss of the rudder or tail-wheel for some reason.

Defense of the La7 starts with good situational awareness. The sooner you can detect an La7 in the area, the sooner you can plan what your best course of defense may be. With slashing attacks, most La7 pilots can't hit an aircraft that performs even a basic type of break turn when the closing rate is very high, the key is timing it to be unexpected and too late for the La7 to compensate. The faster the closure, the shorter the time for the La7 to adjust and the sooner you may need to start your defense. In a BnZ style attack, the La7 can corral you and slowly work you out of energy, pushing the fight lower and lower and playing right into his game. Try and break way early, building up speed and then forcing the La7 to either overshoot (giving you a snapshot opportunity), or have him end up out of phase with you and heading the wrong direction (often using speed to induce a level of blackout or tunnel vision that may allow you to slip out of his view while you change heading). The speed margin on some aircraft compared to the La7 is such that a break of as little as D1.5 may be enough to guarantee a long pursuit which the La7 may not be willing to risk. If the La7 seems willing to enter a turn-fight and you are in a superior turning aircraft with no other enemies nearby, then oblige. Eventually the La7 will likely find he is being out-angled and decide to run for it. He won't likely be gone long, and you likely have no real avenue for pursuit, so expect him to come back as soon as you break off the chase, or when he builds up sufficient energy/speed/altitude that he feels he can come back and finish the job. Usually, rather than a pursuit, I would instead look for cover, using the time he runs to replace lost energy while finding a spot that discourages the La7 from returning.

One last point, the La7 has a really trouble with overshoots both because it packs on speed easily, and because it can't have the controls wrestled around when in close because it can stall violently. Most La7 drivers easily overshoot, so rolling scissors and other maneuers may cause an La7 to blow clean by you. You must be careful to not allow the La7 a shot as he passes though since he can take you down so quickly from in close, so make the maneuvers violent and unpredictable. Once he overshoots, you may or may not have a shot opportunity in return, though he is unlikely to stay in range for long.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:La7.jpg

2010-05-16T02:02:39Z

Pervert: La-7

La-7

Bf 109F-4

2010-05-16T01:54:52Z

Pervert: Added BF 109 F4 pic

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109F-4
|image =F4trop.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
|nickname =Friedrich
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Variants===
* F-4 (DB 601E engine, armed with one MG 151/20 2cm cannon and two 7.92mm MG 17s)
* F-4/R1 (As F-4, but capable of mounting two 15 mm MG 151/15 cannons in underwing gondolas)
* F-4/Z (As F-4, high altitude fighter, with GM-1 boost)

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===Hans Joachim Marseille===
[[Image:Marseille.jpg | right ]]
'''Hans-Joachim Marseille''' (13 December 1919–30 September 1942) was a Luftwaffe fighter pilot and flying ace during World War II. He is noted for his aerial battles during the North African Campaign and his bohemian lifestyle. Arguably one of the best fighter pilots of World War II, he was nicknamed the "Star of Africa". Marseille claimed all but seven of his "official" 158 victories against the British Commonwealth's Desert Air Force over North Africa, flying the Messerschmitt Bf 109 fighter for his entire combat career. No other pilot destroyed as many Western Allied aircraft as Marseille.
Marseille attacked under conditions many considered unfavourable, but his marksmanship allowed him to make an approach fast enough to escape the return fire of the two aircraft flying on either flank of the target. Marseille's excellent eyesight made it possible for him to spot the enemy before he was spotted, allowing him to take the appropriate action and manoeuvre himself into position for an attack.

In combat Marseille's unorthodox methods led him to operate in a small leader/wingman unit, which he believed to be the safest and most effective way of fighting in the high-visibility conditions of the North African skies. Marseille "worked" alone in combat keeping his wingman at a safe distance so he would not collide or fire on him in error.

''"Marseille was the unrivalled virtuoso among the fighter pilots of World War 2. His achievements had previously been regarded as impossible and they were never excelled by anyone after his death."''
'''Adolf Galland'''

In a dogfight, in particularly when attacking Allied aircraft in a Lufbery circle, Marseille would often favour dramatically reducing the throttle and even lowering the flaps to reduce speed and shorten his turn radius, rather than the standard procedure of using full throttle throughout. Emil Clade said that none of the other pilots could do this effectively, preferring instead to dive on single opponents at speed so as to escape if anything went wrong. Clade said of Marseille's tactics:

''Marseille developed his own special tactics, which differed significantly from the methods of most other pilots. (When attacking a Lufbery circle) he had to fly very slowly. He even took it to the point where he had to operate his landing flaps as not to fall down, because, of course he had to fly his curve (turns) more tightly than the upper defensive circle. He and his fighter were one unit, and he was in command of that aircraft like no-one else.''

Marseille was killed in a flying accident, when an engine failure forced him to abandon his fighter. After he exited the smoke-filled cockpit, Marseille's chest struck the vertical stabiliser of his aircraft, either killing him instantly, or incapacitating him so that he was unable to open his parachute.

His grave bears a one-word epitaph ''" Undefeated "''.

[[Image:Bf109F-4Marseille.jpg|thumb|400px|center|Messerschmitt Bf 109 F-4/trop, W.Nr. 8673 - 3./JG 27 - Hans Joachim Marseille]]

===External Links===
[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]

[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]

[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]

[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109F-4
|image =
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =One
|loadout1-1 =2x 7.92mm machine guns, 500 rounds/gun
|loadout1-2 =1x 20mm cannon, 150 or 200 rounds
|loadout2-1 =
|loadout2-2 =
|options1 =1x 300 liter drop tank
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =EW
|perkcost =0
|LWENY =30
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==

Perhaps the Bf109F-4 is one of the best versions of [[109]] although people will always argue that. Some say it is the best combination of characteristics for the 109 series, many of which changed not necessarily for the better in later versions. It has a spinner mounted MG151 cannon and twin 7.9mm cowl guns, the classic layout for following versions. The engine power was upgraded but the weight didn't increase enough to deteriorate performance to seriously. It left a plane that was still nimble, fairly powerful, and with a good punch.

The Bf109F-4 is a good fighter and quite misunderstood. While people often relate all 109 variants to performance like the late models, especially the [[G14]], this one is nimble and can quickly suprise unwary opponents. It's more than 400lbs lighter than the [[G2]] which gives a tremendous advantage in sustained turn-rate and all areas of handling. Putting the guns in the nose made them much easier to aim and the upgrade to the Mg151 from the MGFF gave better ballistics.

===Engine Power===

The engine power is a little weak against most opponents you will face but is still pretty good. Climb rate tends to be better than many aircraft though and is well sustained right up to high altitudes. Top speed is a little low at most altitudes so you aren't likely to find yourself being able to pursue or retreat from most opponents if a straight chase. Acceleration is good though and the [[WEP]] lasts a long time so maximum use of WEP is not usually a problem. WEP is a key too, the 109s all have long lasting WEP and it significantly adds to their performance but that comes at the price of increased fuel burn rate.

===Aces High II Performance Charts===
[[Image:109f4spd.jpg|300px|Bf 109F-4 speed chart]]
[[image:109f4clmb.jpg|300px|Bf 109F-4 climb chart]]

===Firepower===

The firepower of the F-4 is pretty average by 109 standards and not all that great, although the packaging is good. The nose mounted Mg151 has 150 or 200 rounds which is pretty good, and being mounted directly in front of the pilot it tends to make aiming easier. Convergence is not an issue and the cowl guns can be set out to the maximum of D650. The cowl guns are not very effective though, being small calibre, and once you are out of cannon rounds you should pretty much consider reloading before attempting to attack anyone else. On the F4 the costs are manageable but it's probably better not to take the gondolas unless you are expecting to have to take a lot of crossing or snap-shots, or will be attacking bombers (for which they are a must).

===Maneuverability===

Maneuverability is very good and certainly the class of the 109 field (though [[Bf 109E-4|the E]] tends to feel about the same). The extra power of the F model allows it to sustain better turn rates than the E while the instantaneous turn is also good at speed. Roll rate is a little weak and can be exploited by good rollers so be careful. Speed really affects handling on most 109s though the F-4 is quite forgiving until you get to high speeds in excess of about 425mph at which time the roll and pitch become barely effective. Still, the F-4 can give a lot of good turners a real run for their money and if someone underestimates you as a [[G14]] you are going to shock him with your great turn rate.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

Your greatest advantage is the fact that a lot of people are going to think you are flying a [[109G14]], something that turns more like a dumptruck in heavy configurations (which lots of people fly). Instead, the 109F4 is very light and can give even a [[Spitfire]] a bit of trouble in a turn-fight at medium speeds. As speeds get slower the Spitfire will start to enjoy more advantage so try and keep to a comfortable 250-350mph range. You will need to take shorter ranged shots or keep in tracking situations for a little longer than with a multi-cannon plane but the F4 has the turn-rate to maintain position for periods of time that should be long enough. Top speed is not great so plan your exits from fights a little earlier and use your good climb rate and long WEP duration to maximize the length of time you can stay at maximum performance.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

===Fighting against the {{PAGENAME}}===

The F4 can be slippery, it has some decent power and acceleration. It climbs pretty well and turns ok too, plus packs a reasonable amount of speed though can't be considered a real speed demon by any stretch. The cannon is effective so you don't want to give him close-range snapshots or any sort of tracking shot if you can help it because no planes in AH can really stand up to 20mm hits for long. The 20mm Mg151 is not great at distance like the Hispanos though so anything over about D550 is a fairly difficult shot against any sort of maneuvering target.

To identify the F4, look for the yellow tail (rudder) and relative lack of nose art (in the form of shaped or yellow bands). The F4 can be a difficult plane to identify quickly and as such can leave you thinking it is a less maneuverable version only to prove you quickly wrong.

To defeat the F4 you need to quickly identify it and then not get into turning fights unless you are in a very good turner. The F4 can easily turn with planes like the [[P-51]] at most speeds and cen even give [[Spitfire]]s a problem until the fight slows down. The top speed is generally a little low though so you can probably expect you can have a speed advantage at most altitudes if you keep your speed up. Take any shot you can on a F4, they are not terribly tough and have a tendency to lose elevators, ailerons and the rudder. This 109 doesn't have the option to pack a 30mm cannon so when only armed with one 20mm you can often win a HO engagement but you need to break off and let longer ranges guns (Hispanos or multiple 50s) do their work from long range (D800) and then break off before he retaliates at short range (D400).

To defend against a F4 you need to exploit either a superiority in speed or maneuverability, as most planes will have one or another. Typically a speed advantage is more likely if you are flying planes like the [[P-51]]. The F4 does not perform well at high speeds, especially those in excess of 450mph where it can become all but uncontrollable. If you have a F4 diving on you try and increase the speeds to the point where it will force him to pursue you at speeds over 500mph. At those speeds the only thing a 109 driver can attempt is recovery because the controls will be locked up in what can become a terminal dive. Always try and keep the firepower of the 109 at arm's length - the 20mm cannon can hurt and has a good amount of ammunition but it tends to take a lot of time before enough rounds can be fired to kill an opponent. Aiming is very easy for him though as the guns are center mounted and convergence will never be an issue. If you hear the small cowl guns hitting you don't dive lower as that is likely where the 20mms are passing. If you can sucker the 109 into an overspeed dive though, over 500mph, you pretty much ensure your ability to escape as the 109 will be fighting to just regain control. Always remember that the 109s all share fairly poor views from the cockpit with lots of frames in the windows that obstruct vision. if you can slip into these blind spots you might not be noticed.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:F4trop.jpg

2010-05-16T01:52:46Z

Pervert: BF109 F4 Trop

BF109 F4 Trop

N1K2-J

2010-05-14T15:45:37Z

Pervert: /* Firepower */ Added picture

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Shiden-KAI
|image =N1K2.jpg
|type =N1K2
|variantof =N1K1 Kyofu
|country =Japan
|manufacturer =Kawanishi
|crew =Pilot
|wingspan =39' 4.5" (12m)
|length =30' 8" (9.35m)
|height =13' (3.96m)
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|N1K2-J Shiden Kai "George"]]
|image =N1k2 3.jpg
|type =Fighter/Attacker
|variantof =
|crew =One
|loadout1-1 =4x 20mm cannons, 200 rounds/gun
|loadout1-2 =
|loadout2-1 =2x 20mm cannons, 200 rounds/gun
|loadout2-2 =2x 20mm cannons, 250 rounds/gun
|options1 =2x 250kg bombs
|options2 =1x 400 liter drop tank
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =5
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==
The N1K has always been a pretty popular aircraft and I'm surprised that it doesn't attract a more loyal following. The N1K has a number of attributes that pretty much ensure a strong following; it is highly maneuverable, has 4 cannons with buckets of ammunition, accelerates, climbs and turns very well, even at low speeds. The N1K used to actually be more popular though and has waned a bit in popularity with the tendancy towards faster and more sexy aircraft. Still, every once in a while you'll see someone flying the N1K who really knows there stuff and can pull maneuvers you thought impossible, only to blow you out of the sky a second later.

===Engine Power===
The N1K really isn't all that fast, clocking a low 313mph at sea-level (324mph with WEP) and things really don't get a whole lot better at higher altitudes. 355mph is available at 10K and top speed is ~368mph at 18K, leaving it mostly as a low to mid-altitude fighter. Up high it is going to be terribly out-classed by almost everything. Climb rate is very good at 3,700ft/min, decreasing to about 3,100ft up to 15K or so, which is still good. Vertical maneuvers really suit the N1K well too, it can loop like crazy and seem to hang on the prop at times. Fuel duration is excellent at 44 minutes on internal alone, with the option to add another 24 minutes in a drop tank. Full internal fuel (only 190 gallons) is seldom required unless you are planning on a marathon journey so lighting the internal load can be useful. Acceleration is decent at lower levels though deteriorates at higher level where it is less suited to fight. Most aircraft are going to be able to out-run you though if given a decent head start. Only the really slow earlier war planes or ones not known for speed at lower levels should be catchable in a chase.

===Aces High II Performance Charts===
[[Image:n1k2spd.jpg|300px|N1K2-J speed chart]]
[[image:n1k2clmb.jpg|300px|N1K2-J climb chart]]

===Firepower===
[[Image:NikiFP1.jpg | 250px | right]]
The N1K can make life hell for anything that gets infront of it. Four 20mm Type 99 cannons are paired two to a wing. One pair packs 200 rounds/gun while the other has 250 rounds/gun, which is almost ludicrous. I can't think of another aircraft that can pack 4 cannons at that much ammunition that isn't perked. The Type 99 cannons have a bit poorer ballistics so take a little getting used to but aren't all that bad. The cannons in each wing are outside the propellor arc and mounted fairly close together. This gives a better rate of fire since they don't need to be synchronized and the close pairing tends to give a bit better convergence. I've heard that many pilots set the convergence out further with the N1K and then rely on the volume of fire and damaging effects of the 20mm shells in order to get kills. The N1K should be taking any shot it can get though, short or long ranged since it has ammo to burn and even a couple of 20mm hits can take a fighter out. Even if they don't most fighters will have to maneuver to evade and thus remain slow in order for you to close up the distance and get better shots. N1K's firing at D900 is not unusual and Head-On attempts by N1K's are also common. Four cannons and all that ammo are simply scary.

===Maneuverability===
Outstanding, there are only a couple of aircraft in the game that can out-turn a N1K at low speeds. Of the planes that can out-turn it, most can't use the vertical anywhere nearly as well. Specifically, some aircraft like the Zero, FM2, F4F and Hurricanes might out-turn it in a descending or flat turn, but if the turn moves vertical a bit those planes will find themselves struggling at the stall limit. The N1K has the power these other aircraft don't to almost instantly turn vertical and start looping. The N1K also has flaps that can be deployed to further improve turn-rate at lower speeds. For planes like the Spitfire, this can be deadly, as the Spit V is a very close match to the N1K but the Spit IX is actually slightly inferior in turn rate at lower speeds. At high speeds, the N1K is a little heavy, in turn and roll rate, so chasing diving contacts is not usually a great idea. The N1K is also one of those planes that can faster than you expect and almost force a Head-On engagement whenever they want, making it dangerous to prosecute a N1K is he is willing to face you at every pass.

===Fighting in the {{PAGENAME}}===
[[Image:Niki.jpg | 250px | right]]
Everyone should be scared of you and if they aren't then they are fools. The N1K may not be very fast, but it is so highly maneuverable and has so much firepower that most N1K's will shoot you in the face at every chance they can get. It's almost silly, N1K's tend to blast away at anything with D900 and often can land lucky shots that hurt you badly. There is nothing quite like the nervous feeling of a N1K D900 back spraying the sky around you full of lead.

When in a N1K, realize that you need to keep very vigilant of your situational awareness because you are doomed to lower speed turning fights. It's unusual to really get to BnZ in a N1K because the high speed handling and some adversion to altitude hurt it. Usually, N1K's trap people in turns and then simply reel them in as they win angles. If the contact tries to escape, the N1K sprays them dead at long range, but otherwise simply pulls in behind for a nice easy kill. Try and kill the guys who are the most dangerous too you though, the ones who can turn at low speeds and altitudes well since something like an La7 or P-51 is more likely to simply dance around you and never really slow down enough to fight. Also see if you can't corner someone, or find someone who got too low and too slow so you can trap them. Speed demon planes are totally outclassed in turn-fights with a N1K if they have no way to maintain their speed. Don't get impatient either, you should have lots of fuel so if you only get 1-2 kills and then head away for a minute or two to re-charge WEP and altitude, you likely still have enough bullets and fuel to come back 2 or 3 more times.

Defensively, the N1K can present a number of problems to enemy aircraft. You simply can't really run in the N1K because it's not quicjk enough to escape the vast majority of aircraft in the game. Given an even head start though you will be able to out-race some of the guys who are going to give you turning problems, namely the Hurricanes, Zero's and F4F/FM2's of AH. Otherwise, anything that can easily catch you shouldn't be anywhere near your ability to turn. The break turn is very effective and should be used with some sort of vertical component in order to make it more difficult for someone to slash attack you. You should also be able to Head-On anyone that you detect with a reasonable amount of warning, if you need to. The N1K isn't really strong though so you are likely to suffer pretty badly in a Head-On, but your cannons should make it a no-win situation for the enemy too. Lots of pilots will respect that and will break off at the first sign of a Head-On, but many pilots simply will suicide into your guns and hope to take you with them. I think the Head-On is still a last resort. The N1K can try and drag low since it is pretty good down near the ground where people can no longer use altitude to escape. Sustained turns (Merry-go-round) can work if you get a sucker who realizes too late that he's stuck in a turn-fight near the ground. Typical N1K defense though involves a lot of violent low-speed maneuvering until you can reverse the situation and get into a guns position.

===Fighting against the {{PAGENAME}}===
Dangerous, you never know what to expect from a N1K. It might simply get out of your way or it might spin around and stare you in the face. It really depends on how alert the N1K pilot it. Luckily, there are few decent pilots who ride the N1K around a lot so you can often catch N1K drivers napping.

When attacking the N1K never slow down. The N1K isn't really that tough and seems unable to take a real hit and continue. It's not fragile, but it also seems pretty easy to catch one on fire or knock of a tail. The N1K also has some serious visibility problems from the cockpit. The canopy is heavily framed which can lead to a number of blind spots and difficulties in tracking, so you might be able to sneak up on a N1K fairly easily. Also, most N1K's turn so much that they are vulnerable from almost any angle, not just behind, since what is facing you at one second might be facing away at another. See if you can't get some bait to take the focus of the N1K and then try and time your attack so you slip in behind for your shot. Never slow down though. If you do get slow and try to out-accelerate the N1K he is going to spray the sky full of 20mm and probably get you, even if you think you'd normally be safe from such a tactic. Slash attack, never Head-On, and never get lower than the N1K so he can't corner you.

If attacked by a N1K, try to break free with speed. Dive steeply using roll to get the N1K out of phase and then sprint to safety. You can't really turn with a N1K in most planes and even if you can the smart N1K pilot will move the fight vertical on you and spoil your plans. Don't give even low percentage shots and never assume the N1K will hold fire to preserve ammunition, he won't. The N1K isn't good at high speeds though, or at medium or higher altitudes, so if you meet one up that high simply don't engage unless you get him by surprise or can use a reasonable amount of vertical in order to stay out of harms way.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:NikiFP1.jpg

2010-05-14T15:44:11Z

Pervert: Niki Cactus

Niki Cactus

N1K2-J

2010-05-14T15:35:51Z

Pervert: /* Fighting in the {{PAGENAME}} */ added Niki picture

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Shiden-KAI
|image =N1K2.jpg
|type =N1K2
|variantof =N1K1 Kyofu
|country =Japan
|manufacturer =Kawanishi
|crew =Pilot
|wingspan =39' 4.5" (12m)
|length =30' 8" (9.35m)
|height =13' (3.96m)
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =[[Template:Infobox AH Aircraft/doc|N1K2-J Shiden Kai "George"]]
|image =N1k2 3.jpg
|type =Fighter/Attacker
|variantof =
|crew =One
|loadout1-1 =4x 20mm cannons, 200 rounds/gun
|loadout1-2 =
|loadout2-1 =2x 20mm cannons, 200 rounds/gun
|loadout2-2 =2x 20mm cannons, 250 rounds/gun
|options1 =2x 250kg bombs
|options2 =1x 400 liter drop tank
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =5
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==
The N1K has always been a pretty popular aircraft and I'm surprised that it doesn't attract a more loyal following. The N1K has a number of attributes that pretty much ensure a strong following; it is highly maneuverable, has 4 cannons with buckets of ammunition, accelerates, climbs and turns very well, even at low speeds. The N1K used to actually be more popular though and has waned a bit in popularity with the tendancy towards faster and more sexy aircraft. Still, every once in a while you'll see someone flying the N1K who really knows there stuff and can pull maneuvers you thought impossible, only to blow you out of the sky a second later.

===Engine Power===
The N1K really isn't all that fast, clocking a low 313mph at sea-level (324mph with WEP) and things really don't get a whole lot better at higher altitudes. 355mph is available at 10K and top speed is ~368mph at 18K, leaving it mostly as a low to mid-altitude fighter. Up high it is going to be terribly out-classed by almost everything. Climb rate is very good at 3,700ft/min, decreasing to about 3,100ft up to 15K or so, which is still good. Vertical maneuvers really suit the N1K well too, it can loop like crazy and seem to hang on the prop at times. Fuel duration is excellent at 44 minutes on internal alone, with the option to add another 24 minutes in a drop tank. Full internal fuel (only 190 gallons) is seldom required unless you are planning on a marathon journey so lighting the internal load can be useful. Acceleration is decent at lower levels though deteriorates at higher level where it is less suited to fight. Most aircraft are going to be able to out-run you though if given a decent head start. Only the really slow earlier war planes or ones not known for speed at lower levels should be catchable in a chase.

===Aces High II Performance Charts===
[[Image:n1k2spd.jpg|300px|N1K2-J speed chart]]
[[image:n1k2clmb.jpg|300px|N1K2-J climb chart]]

===Firepower===
The N1K can make life hell for anything that gets infront of it. Four 20mm Type 99 cannons are paired two to a wing. One pair packs 200 rounds/gun while the other has 250 rounds/gun, which is almost ludicrous. I can't think of another aircraft that can pack 4 cannons at that much ammunition that isn't perked. The Type 99 cannons have a bit poorer ballistics so take a little getting used to but aren't all that bad. The cannons in each wing are outside the propellor arc and mounted fairly close together. This gives a better rate of fire since they don't need to be synchronized and the close pairing tends to give a bit better convergence. I've heard that many pilots set the convergence out further with the N1K and then rely on the volume of fire and damaging effects of the 20mm shells in order to get kills. The N1K should be taking any shot it can get though, short or long ranged since it has ammo to burn and even a couple of 20mm hits can take a fighter out. Even if they don't most fighters will have to maneuver to evade and thus remain slow in order for you to close up the distance and get better shots. N1K's firing at D900 is not unusual and Head-On attempts by N1K's are also common. Four cannons and all that ammo are simply scary.

===Maneuverability===
Outstanding, there are only a couple of aircraft in the game that can out-turn a N1K at low speeds. Of the planes that can out-turn it, most can't use the vertical anywhere nearly as well. Specifically, some aircraft like the Zero, FM2, F4F and Hurricanes might out-turn it in a descending or flat turn, but if the turn moves vertical a bit those planes will find themselves struggling at the stall limit. The N1K has the power these other aircraft don't to almost instantly turn vertical and start looping. The N1K also has flaps that can be deployed to further improve turn-rate at lower speeds. For planes like the Spitfire, this can be deadly, as the Spit V is a very close match to the N1K but the Spit IX is actually slightly inferior in turn rate at lower speeds. At high speeds, the N1K is a little heavy, in turn and roll rate, so chasing diving contacts is not usually a great idea. The N1K is also one of those planes that can faster than you expect and almost force a Head-On engagement whenever they want, making it dangerous to prosecute a N1K is he is willing to face you at every pass.

===Fighting in the {{PAGENAME}}===
[[Image:Niki.jpg | 250px | right]]
Everyone should be scared of you and if they aren't then they are fools. The N1K may not be very fast, but it is so highly maneuverable and has so much firepower that most N1K's will shoot you in the face at every chance they can get. It's almost silly, N1K's tend to blast away at anything with D900 and often can land lucky shots that hurt you badly. There is nothing quite like the nervous feeling of a N1K D900 back spraying the sky around you full of lead.

When in a N1K, realize that you need to keep very vigilant of your situational awareness because you are doomed to lower speed turning fights. It's unusual to really get to BnZ in a N1K because the high speed handling and some adversion to altitude hurt it. Usually, N1K's trap people in turns and then simply reel them in as they win angles. If the contact tries to escape, the N1K sprays them dead at long range, but otherwise simply pulls in behind for a nice easy kill. Try and kill the guys who are the most dangerous too you though, the ones who can turn at low speeds and altitudes well since something like an La7 or P-51 is more likely to simply dance around you and never really slow down enough to fight. Also see if you can't corner someone, or find someone who got too low and too slow so you can trap them. Speed demon planes are totally outclassed in turn-fights with a N1K if they have no way to maintain their speed. Don't get impatient either, you should have lots of fuel so if you only get 1-2 kills and then head away for a minute or two to re-charge WEP and altitude, you likely still have enough bullets and fuel to come back 2 or 3 more times.

Defensively, the N1K can present a number of problems to enemy aircraft. You simply can't really run in the N1K because it's not quicjk enough to escape the vast majority of aircraft in the game. Given an even head start though you will be able to out-race some of the guys who are going to give you turning problems, namely the Hurricanes, Zero's and F4F/FM2's of AH. Otherwise, anything that can easily catch you shouldn't be anywhere near your ability to turn. The break turn is very effective and should be used with some sort of vertical component in order to make it more difficult for someone to slash attack you. You should also be able to Head-On anyone that you detect with a reasonable amount of warning, if you need to. The N1K isn't really strong though so you are likely to suffer pretty badly in a Head-On, but your cannons should make it a no-win situation for the enemy too. Lots of pilots will respect that and will break off at the first sign of a Head-On, but many pilots simply will suicide into your guns and hope to take you with them. I think the Head-On is still a last resort. The N1K can try and drag low since it is pretty good down near the ground where people can no longer use altitude to escape. Sustained turns (Merry-go-round) can work if you get a sucker who realizes too late that he's stuck in a turn-fight near the ground. Typical N1K defense though involves a lot of violent low-speed maneuvering until you can reverse the situation and get into a guns position.

===Fighting against the {{PAGENAME}}===
Dangerous, you never know what to expect from a N1K. It might simply get out of your way or it might spin around and stare you in the face. It really depends on how alert the N1K pilot it. Luckily, there are few decent pilots who ride the N1K around a lot so you can often catch N1K drivers napping.

When attacking the N1K never slow down. The N1K isn't really that tough and seems unable to take a real hit and continue. It's not fragile, but it also seems pretty easy to catch one on fire or knock of a tail. The N1K also has some serious visibility problems from the cockpit. The canopy is heavily framed which can lead to a number of blind spots and difficulties in tracking, so you might be able to sneak up on a N1K fairly easily. Also, most N1K's turn so much that they are vulnerable from almost any angle, not just behind, since what is facing you at one second might be facing away at another. See if you can't get some bait to take the focus of the N1K and then try and time your attack so you slip in behind for your shot. Never slow down though. If you do get slow and try to out-accelerate the N1K he is going to spray the sky full of 20mm and probably get you, even if you think you'd normally be safe from such a tactic. Slash attack, never Head-On, and never get lower than the N1K so he can't corner you.

If attacked by a N1K, try to break free with speed. Dive steeply using roll to get the N1K out of phase and then sprint to safety. You can't really turn with a N1K in most planes and even if you can the smart N1K pilot will move the fight vertical on you and spoil your plans. Don't give even low percentage shots and never assume the N1K will hold fire to preserve ammunition, he won't. The N1K isn't good at high speeds though, or at medium or higher altitudes, so if you meet one up that high simply don't engage unless you get him by surprise or can use a reasonable amount of vertical in order to stay out of harms way.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:Niki.jpg

2010-05-14T15:34:14Z

Pervert: Niki Cactus

Niki Cactus

Fw 190D-9

2010-05-14T10:05:24Z

Pervert: /* Fighting in the {{PAGENAME}} */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Fw 190D-9
|image =190D-9h.jpg
|type =Fighter/Attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer = Focke-Wulf
|crew =1
|wingspan = 34'5½"
|length =33'5¼"
|height = 11'0¼"
|internalfuel = 139 Gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Fw 190D-9
|image =190D9_800x.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|crew = 1
|loadout1-1 = x2 20 mm [[MG_151/20]] 250 RPG
|loadout1-2 = x2 13 mm MG 131 475 RPG
|loadout2-1 =
|loadout2-2 =
|options1 =[[250 kg bomb]]
|options2 =[[500 kg bomb]]
|options3 =300 Litre Drop Tank
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =15
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The 190D9 was an inline powered 190 version, easily distinguishable by the longer nose. The D9 is consistently the most popular 190 version, and for good reason. It offers all the positives of the other 190 versions, includes a solid level of firepower, while adding a lot of speed to make it very competitive against other mid-late war rides. While 190's like the A5, A8 and F8 are a little lacking in speed, the 190D9 certainly is not. I consider the 190D9 as the best non-perk German ride in the game, and typically the stats tell the same tale after each tour, with the D9 ranking very highly. Still, the techniques to extract the maximum out of a 190D9 tend to be more advanced, so it tends to find more success to those with a little more experience.

===Engine Power===
The engine is of course an inline vs. the radials of previous 190's and in some ways it just feels different. The 190D9 has a sea-level speed of 375mph (WEP) / 346mph (no-WEP) which is very respectable. You'll notice though that where most planes get roughly a 10-15mph boost from WEP, the D9 gets 29mph and that's very important because 346mph is nothing special but 375mph certainly is. A good low cruise altitude is about 10K with the D9 turning about 380mph, high altitude cruise (420mph at 22K) tends to be low for many high altitude fighters which typically operate best around 26-28K. 22K really is the ceiling for most D9 operations too as too many other fighters continue to gain performance at altitudes higher than that while I've always felt 190's simply get worse. Getting a 190D9 to 30K or more can actually be a struggle. Acceleration is very brisk at almost any altitude and climb rate is steady at 4,100ft/minute, dropping to 3,600ft/minute at 15K. This makes it one of the consistently fastest climbing aircraft through 15K. WEP time is wonderful, over 9 minutes, as in other 190's (and most LW planes). Use of WEP is more a fuel burning issue and it is rare that you will run out of WEP unless you took too little fuel or have been flying with it constantly engaged. Fuel range is a tiny bit better than other 190's, 32 minutes on full internal plus 18 minute if taking a center drop tank. Again, the drop tank is recommended for climb-out and transit to the fight where it will be dropped to lighten up. The fuel burn order is controversial where people argue the aft tank should be burned before the fwd one, which I tend to agree since it appears to help with balancing of the aircraft for combat. though you will have to switch it manually. I typically will burn the AFT tank down to 25% and then revert to automatic tank selection, leaving me a reserve which I can use to return to base.

===Aces High II Performance Charts===
[[Image:190d9spd.jpg|300px|Fw 190D-9 speed chart]]
[[image:190d9clmb.jpg|300px|Fw 190D-9 climb chart]]

===Firepower===
Firepower is good with twin Mg 151/20 cannons in the wings and a pair of closely mounted 13mm machineguns in the cowling of the nose. Ammunition is very generous for both cannons and machineguns, similar to other 190's, giving a good combat persistance and the ability get a lot of kills without having to reload. The cannons are really the killers when you land hits although the cowl guns can be quite effective at closer ranges or against easy targets. The cannons are wing mounted, though not terribly far off centerline, but you should still set your convergence on them to a reasonable range. The cowl weapons shoud have the convergence set out to D650, giving the ability to take long range shots, while in not hurting close range opportunities.I tend to use the cowl guns for ranging and to keep planes honest if they try and fly in straight lines outside of what I think I can hit with my cannons. No option exists to increase cannon firepower although typically none is required. Cannon accuracy at longer ranges is not all that great if you are used to flying hispano or planes with .50's, so you may find you want to adjust your firing habits to get a little closer to your target. I find D350 to be a nice distance where I know I can aim my cannons with little difficulty. Outside of that range, your cowl guns have two important advantages, better ballistics, and a close mounting that makes convergence a non-issue, so use those and hope to land hits that may damage or scare an opponent. I do find the lengthened cowl, because of the inline engine, tends to be a bit of an issue when taking shots at targets that cross from under your nose. You may want to roll slightly and look along the side of your aircraft to help anticipate when to pull the trigger on crossing style shots.

===Maneuverability===
Most people mistakenly consider maneuverability as turn-rate, which would have to be described as generally poor in the 190D9. At high speed, it turns pretty well, able to pull the maximum 5-6G's that really limits turn rate anyway, with little trouble. At low speeds, the turn-rate is poor, amongst the worst, so maneuvering to maximize your turn rate is important and flat-turns simply aren't going to get the job done. Maneuvering isn't all about turn rate though, it's about a number of other things, one of which is roll, at which the 190D9 excels. I don't even know if the word excel does the roll rate justice, it literally dominates anything in roll rate at almost every speed. This is not a lie, but a 190 that is missing one whole aileron to damage can still out-roll 90% of the aircraft in the game at any speed. Unfortunately, roll rate is a characteristic best utilized by veterans, while new to intermediate pilots often struggle to extract the maximum gain from rolling. Stall characteristics of the 190D9 are also a little harsh with an abrupt stall and snap-roll, though recovery is usually easy by easing back pressure on the controls. I would ensure that you attempt to fight with the 190D9 while light on fuel, and balanced, as described in the engine section, as this makes it a much more capable aircraft.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
I likely consider the 190D9 the premier BnZ fighter in the game, or at least in the top 3. It's combination of responsive high speed handling, stellar speed, good climb, and compact firepower, give it the right combination of tools to come in fast, line up easily, take a devestating snapshot, and then escape. Fight with the 190D9 almost purely in the vertical, or use slashing style attacks to keep your enemy responding your you and off-balance. The roll rate allows you to change direction exceptionally quickly in the vertical, plus aids in fine tuning your lead on crossing shots. Try and arrive to the fight at medium altitudes, or at least a little higher than most of the enemy contacts, and then start BnZing back and forth, never slowing down or commiting to a turn-fight. If you can time your approaches and get close, your cannons can destroy almost any aircraft in one pass even in the briefest of snapshots. If you do need to follow a turn, use a lag style and maintain your speed and turn-rate. The 190 can never get a good small radius on a turn, but it can give a good turn rate a higher speeds (325mph+).

Defensively, the 190D9 should try and retain speed, making it all but impossible for anything save a handful of the fastest fighters to initiate a chase. You can use the D9 like other 190's in a scissors type defense where it's acceleration and top speed will easily differentiate it from even other 190's. The D9 also has the pure running option as there are few planes who can easily catch you at most low'ish altitudes. Even the vaunted La7 only has a 5mph advantage at sea-level so any chase by one of those is likely to be fairly long. The D9 is second fastest non-perk plane at sea-level with WEP (the duration of which is at least tied with any other aircraft). You should be able to escape from anyone on the deck not in an La7 (the fastest) if you get enough of a jump on the situation and they don't catch you with some initial big speed advantage. Most of the close planes in this sort of drag race (Typhoon, P-51) don't have 9 minutes of WEP either, you are likely to leave them in the dust once their WEP runs out. Just make sure you extend outside of icon range before deciding to turn around and come back into the fight, don't get impatient. The most dangerous opponent to you if you stay fast is the La7, so try and watch for those or take care of them first. If there are no La7's around then you know you have the best deck speed and should be able to dive away and then extend.

I tend to be a big stats junky too, and the 190D9 offers some pretty astounding ones in performance and score. The D9 usually rules all other non-perk planes in K/D ratio in the main arena. The D9 is 4th fastest climber to 15K, behind only 109 versions (G2, G6, and G10). The D9 is second fastest as sea-level, 5th at 5K, 5th at 10K, and 4th at 15K. This just gives you some ideas on how fast it is and how it can be put to good use.

===Fighting against the {{PAGENAME}}===
All 190's are tough targets and the D9 is no exception. The typical defense of the 190 is to use superior roll rate to get your out of phase and then it will dart away while you are still trying to roll to get into the same plane of direction. This makes the 190's frustratingly difficult to follow in many cases. This tends to lead to a lot of overshoots, or situations where you have to break off your attack and reposition, only to have the 190D9 put some distance between you that you may not be able to overcome.

Your basically going to want to find a speed advantage that you can use to get into position for a quick shot. For some reason the D9, and all 190's come to think of it, have a relatively weak engine and any pings to the front quarter seem to knock it out pretty easily. The D9 doesn't have long on a damaged engine either, tending to overheat quickly before it can get back to base. Try and come in fast with a small altitude advantage and then use that to dive in gently to catch up to a D9. 190's tend to flee quickly too, and dive to the deck at high speeds to escape. Often this includes a split-S and several rolls to get you out of phase. If in doubt, level and regain lost altitude and wait for the 190 to stop rolling long enough to get back into phase. Just be careful not to overshoot because a 190D9 can quickly make you pay for an error like that. Almost everything that is nearly as fast, La7, Typhoon, P-51, can all out-turn the 190D9, sustained. You therefore want to saddle up, force him to turn to avoid your shots, and slowly drift into a sustained turn-fight. Once in a fight like that the 190 is likely to try and scissor and build up energy through short sprints, but this is a vulnerable time for him. If you can land hits on his reversals you may may damage him and will at least spook him into being more aggressive in his defense. This can lead to a 190 overcontrolling and stalling, opening the door for you to get in a free shot on a relatively helpless target. One note of caution though, don't over-lead a scissors style defense and get greedy about the shot, this is the first mistake in what usually ends up as an overshoot and reversal of situation (ie, you are in deep trouble).

Defensively, don't plan on running away from a 190D9 since it is unlikely to happen in the long term if he is determined to track you down. The major weakness of the 190 is going to be in sustained turn rate at lower speeds. A spiral climb, if you can maintain a reasonable climb rate and reasonably tight circle, is likely to pull the 190 into a poor rate of turn as speeds decrease. It is unlikely the 190 will continue this turn and will most likely reverse or try and dive away. A 190 that is driven away will come back but at least this gives you the option to extend yourself, or gain more altitude and wait for him to come back. The D9 has such great energy building characteristics that given half a chance it will build energy and quickly match your level, or exceed it, so you are unlikely to win an energy game unless you can continue the pressure. If you can get a 190 to sustain it's turning while chasing you, you can bleed it slow where it is less able to prevent you from gaining position for a firing opportunity. Good turners should turn aggressively to face the 190 at every opportunity though Head-Ons are not recommended except as a last resort. Once a 190's speed is gone it is a far easier target. One final note, if you are going to start using break-turns against a 190D9, don't do them level (ie, don't just turn to the left or right), instead, throw in some vertical component to the turn, or use a little rudder to change your heading slightly. A simply break turn is easily adjusted for in a 190D9 and he's going to take his crossing snap-shot on you if you make it easy for him.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Ta 152H

2010-05-14T10:03:57Z

Pervert: /* Fighting in the {{PAGENAME}} */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Ta 152H-1
|image =102007.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer =Focke-Wulf
|crew =Single-seat
|wingspan =14.44 m (48 ft 6 in)
|length =10.82 m (33 ft 11 in)
|height =3,36 m (13 ft 1in)
|internalfuel =263 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Ta 152H-1
|type =Fighter/attacker
|image =AHta152_1.jpg
|variantof =[[Fw 190]]
|crew =Single-seat
|loadout1-1 =1x [[MK 108|30mm MK 108]] 90 rounds
|loadout1-2 =2x [[MG 151/20|20mm MG 151/20]] 175 rpg
|options1 =1x 80 gallon drop tank
|earliestMA =[[Late war]]
|perkcost =0
|LWENY =5
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==
The Ta 152 has a rather bad reputation in AH, for what's supposed to be an ENY 5 and former perk model. Something that's supposed to compete with the [[Tempest_Mk_V|Hawker Tempest]]. A very late war German design, it was based on the 190 series with an increased wing span and upgraded firepower which made it possibly the ulitmate high altitude interceptor. Unfortunately, combat altitudes in AH tend to be below even the mid-teens and encounters up above 25K, where the Ta 152 starts to shine, are extraordinarily rare. The Ta152 also suffers from some handling gremlins that make it pretty inaccessible for less experienced players.

===Engine Power===
The Ta 152's engine, itself, is top tier. Producing 1,750 HP and 2,050 HP at military and WEP settings, respectively, it could compare favorably in practical performance with most of the rest of the fastest and best accelerating planes in Aces High, if not for the mass it's tasked with propelling: roughly eleven thousand pounds on average (the 80gal. drop tank adds 500lbs, which totals 12klbs at 100% fuel loadout).<br>
By comparison, the Tempest V weighs just about the same, but, with four hundred more horsepower, is the punchiest prop fighter over the 300+ MPH range in the Aces High planeset.

Sea level speed is a little over 330 MPH at military power, and a little over 360 MPH at WEP, with or without the drop tank rack. This is a few dozen MPH too slow to compete in level races with the other perked and unperked later war fighters. True airspeed increases at a rate of a bit more than 4 MPH per 1,000 feet of altitude, with two flat spots from about 6 to 10 kft and 16 to 24 kft depending on power settings, and tops out at about 475 MPH around 41,000 feet, soon after which it quickly tapers off.<br>
Acceleration is slow, by late war or even mid-war standards, at all altitudes. At 41,000 feet, its optimal altitude for level speed, it takes over fifteen minutes to go from about 160 MPH [[Common_terms#ias|IAS]] (the optimal climb speed) to maximum speed, using WEP.

However, the aerodynamics (it seems) are quite clean, and although (like most, if not all, late war models) it can't compare with light planes such as the A6Ms and Spit XVI in slow speed [[Common_terms#zoom|zooms]], high speed retention is doubtlessly among the best. A shallow dive from more than 300 MPH will keep the Ta 152 on pace with almost any other fighter. This characteristic is one of the aircraft's main assets, and key in succesfully flying the Ta 152 against both similar planes and disimilar ones (including level bombers).

One redeeming quality of the engine is the duration of WEP, which is among the longest in the game, if not tied with a few others (such as some Me 109s) as longest. It lasts ten minutes, and only takes five minutes to 'regenerate'. That's plenty of time to last all but the most drawn-out fights. Any engagement of this length will most likely have moments where military power is enough, which easily equates to more or less 15 minutes of alternate MIL/WEP power before the engine temperature reaches its maximum.<br>
Managing WEP like this is valuable for the Ta 152 in Aces High, as described in the combat sections below.

Fifty percent of internal fuel will cover most [[Common_terms#furball|furballing]] needs in the Main Arenas, where fuel burn is twice the historical rate of consumption. That's good for about 20 minutes at military power, or six 25 mile sectors on the standard MA maps, at military power and sea level. You can squeeze enough flight time out of 25% fuel loadout (which really makes a big difference in agility) to dogfight at low altitude near your home base, but you then most likely have to fly on economical engine settings anytime possible, and that means very slow speeds between combat segments. If more range is needed, using 75% or 100% will last about 10 or 15 sectors' distance at 20,000 feet, and adding a drop tank on top of the maximum internal fuel will last more than thirty sectors' worth at 30,000 feet, also at military power. <br>
WEP power consumes almost one and a half times as much fuel as military power at sea level and about one fifth more at 40,000 feet, with a linear trend between the two heights.

So range isn't ever a problem for this plane, but as described below, the range allowed by its fuselage and wing tanks' capacity is offset by considerably reduced agility when carrying so much fuel.

===Aces High II Performance Charts===
{{Infobox_AH_Aircraft_Performance
|sustainedclean = 794 ft
|sustainedcleandps = 19 dps
|cornervelocity = 259 mph
|cornervelocitydps = 28.8 dps
|stallspeed = 106 mph
|sustainedflaps = 600 ft
|sustainedflapsdps = 18.2 dps
|stallspeedflaps = 89 mph
|150to200 = 9.7 sec
|150to250 = 23.2 sec
|200to250 = 13.5 sec
|150to300 = 45.2 sec
|300to350 = 60.2 sec}}
[[Image:Ta152hclmb.jpg|300px|Ta 152H-1 climb chart]]
[[Image:Ta152hspd.jpg‎‎|300px|Ta 152H-1 speed chart]]

===Firepower===
The Ta 152 carries two types of guns: a [[MK 108|30mm MK108]] cannon firing through the propeller hub, and two [[MG 151/20|20mm MG151/20]] cannons firing from the wingroots. The MK 108 has 90 rounds of ammunition, and the two 151/20s each have 175. These give 10 and 15 seconds of continuous fire, respectively. There are two main aspects to this arrangement: <br>
'''1) Good firepower:''' Hitting with a burst of one round from each gun is enough to all but garantee a kill on any fighter, and these guns fire from the centerline or near it, concentrating the stream of bullets.<br>
'''2) Relative difficulty:''' The ballistics are mixed (one of them a notoriously hard one to hit with), fed with only a relatively small amount of ammunition, at an effectively low volume of fire, and have a short effective range. Additionaly, the nose of the Ta 152 is very near the mushy, wobbly end of the responsiveness spectrum, almost as bad as the Yak's in slow vertical maneuvers, and opposite the P38's razor sharp nose.<br>

The 20mm guns should generaly not be set much further out than about 400 yards, past which the bullets disperse beyond effectiveness. Any more specific guidelines will depend on the habits and intentions of the player, but in most cases, setting the 20mm's convergence to less than 300 yards will greatly reduce the ability to score hits from 400-650 yards (not a negligible ability considering all of the Ta 152's handicaps) for the merely accessory benefit of landing 20mm hits within the 30mm's range.<br>
The 30mm's convergence is a matter of player preference, since its convergence only alters vertical angle. Some players prefer to set it short and adjust for the ballistic drop themselves (and have less vertical bias to deal with when shooting at high speed), while others prefer the 30mm rounds to land where the gunsight point at normal speeds, and compensate themselves for the reduced drop when shooting at high speeds.

Because of these characteristics, successful gunnery in the Ta 152 requires care in both aim and planning.

===Maneuverability===
[[ Image:TAFP.jpg | right | 250px ]]
The Ta 152 feels big, and that's appropriate considering the 47ft wing span and 11,000+ lbs weight. It has one of the best energy retentions under maneuvering, has excellent maximum speed E retention in vertical zooms, and if handled right, is very flexible (for a Fw190 anyway, which the plane is based on) at and past departure, provided you avoid its few quirks (detailed below). Turn rate isn't spectacular at most altitudes, though with the large wings it is possible to turn at even high altitudes where most of the other Luftwaffe models have lost most of their useful lift. Nevertheless, care must be taken at those altitudes, as the Ta152's unaided acceleration is lethargic and said quirks are still present. Roll rate is reasonable though not nearly as quick as other 190s' (again the larger wings are probably the issue), and the Ta152 in general feels dampened compared to the other 190s' near instantaneous response. At lower altitudes the wings are the most effective of all Fw190s by far, but don't permit sustained turning that's truly competitive with Spitfires and the like. The wings are still relatively fragile relative to the flight envelope's full range, but in the current version of the game are still very sturdy under normal flight regimes. Easily more durable than Spitfire wings, under maneuvering stress or under fire, so that if you know how to manage maneuvering at high speeds in the Me262, you're safe from all but freak accidents in the Ta152.

The Ta152's handling isn't without quirks, though. The easiest one to notice is the prominent yaw when rolling. Next, the tail seems to often be blanked by the fuselage during combat maneuvers, once past a certain yaw angle of attack. These two are the ingredients to the majority of the stalls that players encounter in the Ta152. Keeping the tail in check and draining the AFT tank as soon as possible are therefore imperative, [[ Image:152fueltanks.jpg | right | 250px | Draining the AFT tank is imperative for agility.]]and losing your rudder is certainly bad news. Luckily, preventing spins isn't the only reason for keeping good tail control in the Ta152. The area near the limits of the flight envelope are extremely useful, both defensively and offensively, mostly thanks to that same tail-end instability. It allows you to point the nose towards relatively large angles, and keep it there for relatively long lengths of time. In practice this, combined with the Ta152's other attributes, allows you to, for example, turn tight enough with a Spitfire (while keeping much of your speed) to fly to an angle (relative to the target) from which you can push and hold the nose towards a solution, while never actually flying as tight a turn as the target.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_rudder_152_jink_0501_0014.ahf Jinking the nose towards a target turning tighter than you can match]</ref> The usefulness of the tail's flexbility varies with airspeed. At low enough speeds, you can safely fly the Ta152 further sideways (and back) than arguably any plane in the whole plane set.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film82_Sideways.ahf Holding the Ta152 sideways to hit an out-of-reach target]</ref> At higher speeds, the rudder is still one of the strongest in the game (still an excellent help to airbrake, for example), but is sluggish enough that you must plan ahead.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_fast30snapshot_0002.ahf Using the rudder at high speed to guide the nose to a snapshot]</ref> At the top of a vertical reverse (in a [[Common_terms#rope|rope]], slow barrel roll, or [[High_Yo-yo|yoyo]]), there's often more effective authority in the rudder than in the elevators, meaning that you will often reverse the Ta152 quickest with the rudder more than the elevator. The tail's instability can also be exploited to airbrake, in a sort of fishtail maneuver that airbrakes the plane fast enough to cause an overshoot, when done at the right place and time.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_01.ahf "Fishtail" demonstration 1]</ref><ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_02.ahf "Fishtail" demonstration 2]</ref><br>
A more minor but still useful trait of the Ta152's maneuverability is its aileron authority past the rest of the wings' stall. This is characteristically different from the rest of the Fw190s.

On the ground, the Ta152's heavy tail and weak gears makes landing and taxiing as prone to accident as the F4U. The same procedures apply (flare, full flaps, lock tailwheel by pulling back on the stick), with for only difference the landing gears that easily collapse under the Ta152's mass. Flaring to touchdown with the gear brakes on will neutralize most of the initial tail wag.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
[[ Image:TAYAK.jpg | right | 250px ]]
A couple of pilots have really found some success with the Ta 152 though they tend adapt to the style in the arena as best they can. Against bombers, the warning tends to be so short that climbing to altitude is better done in something like a 109K4, which also carries a 30mm gun for hitting big planes. The Ta 152 is an excellent BNZer, despite its increased sluggishness at very high speeds. The Ta 152 is really an interceptor though, and above 25K can be used in slashing attacks effectively, if you can find anyone up that high.

Defensively, the Ta 152 had better hope speed can get the job done. Always keep at top speed and have an altitude advantage so you don't have to rely on maneuvering in a defense. Durability is about on par with other Fw190s, although there's higher chances of being hit, consequent to its larger surface area. Don't dive excessively as you can only afford to gently pull out at the bottom for fear of damaging the plane or blacking out extensively.

===Fighting against the {{PAGENAME}}===
The Ta 152 is a pretty rare plane to see and most people who are up in one are actually taking it out for the first time and don't understand it. They use it like a La7 or Spit near the ground thinking the big wings will give a great turn rate while the engine will give La7 speed. I think they are imagining a Spitfire that can do 390mph or something, but that's simply wrong. The Ta 152 is an interceptor and quite easily beaten under these conditions. But be careful, some pilots, like m00t, and some others, have experience levels in the Ta 152 so great that they are extremely hard to beat.

You want to land hits on the Ta 152 at every opporuntity, but don't accept any Head-On's since those are certain to be fatal to you. I think that shouldn't be necessary against a Ta 152 under most conditions. Being above a Ta 152 is a good place to start any engagement since you are unlikely to be able to gain energy quickly enough to match a superior Ta 152. Usually 152s are so high though that you may only see them as dots racing around looking for high altitude bombers. The larger wings on the Ta 152 hamper the roll rate and add little to maneuverability. If you can drive a Ta 152 down you are probably winning more than you can imagine. The Ta 152 doesn't like to fight under 20K since it really is mostly average down there.

Defensively, make hard maneuvers or try to suck the Ta 152 into overspeed conditions. The Ta 152 is just as likely to not be able to follow a sharp, high-speed, turn for a number of reasons. The turn rate really isn't that good under those conditions, and the roll rate is such that it is not nearly as crisp as with the other 190's. This leads to problems in getting proper aiming angles. The structure of the Ta 152 is not overly strong either so it is easy for an enemy to pull the wings off or quickly black out at a key firing time. You never want to let them in close though to knock you down with the big cannons they pack.

===Sources===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]
<references />
</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Ta 152H

2010-05-14T10:03:12Z

Pervert: /* Maneuverability */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Ta 152H-1
|image =102007.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer =Focke-Wulf
|crew =Single-seat
|wingspan =14.44 m (48 ft 6 in)
|length =10.82 m (33 ft 11 in)
|height =3,36 m (13 ft 1in)
|internalfuel =263 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Ta 152H-1
|type =Fighter/attacker
|image =AHta152_1.jpg
|variantof =[[Fw 190]]
|crew =Single-seat
|loadout1-1 =1x [[MK 108|30mm MK 108]] 90 rounds
|loadout1-2 =2x [[MG 151/20|20mm MG 151/20]] 175 rpg
|options1 =1x 80 gallon drop tank
|earliestMA =[[Late war]]
|perkcost =0
|LWENY =5
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==
The Ta 152 has a rather bad reputation in AH, for what's supposed to be an ENY 5 and former perk model. Something that's supposed to compete with the [[Tempest_Mk_V|Hawker Tempest]]. A very late war German design, it was based on the 190 series with an increased wing span and upgraded firepower which made it possibly the ulitmate high altitude interceptor. Unfortunately, combat altitudes in AH tend to be below even the mid-teens and encounters up above 25K, where the Ta 152 starts to shine, are extraordinarily rare. The Ta152 also suffers from some handling gremlins that make it pretty inaccessible for less experienced players.

===Engine Power===
The Ta 152's engine, itself, is top tier. Producing 1,750 HP and 2,050 HP at military and WEP settings, respectively, it could compare favorably in practical performance with most of the rest of the fastest and best accelerating planes in Aces High, if not for the mass it's tasked with propelling: roughly eleven thousand pounds on average (the 80gal. drop tank adds 500lbs, which totals 12klbs at 100% fuel loadout).<br>
By comparison, the Tempest V weighs just about the same, but, with four hundred more horsepower, is the punchiest prop fighter over the 300+ MPH range in the Aces High planeset.

Sea level speed is a little over 330 MPH at military power, and a little over 360 MPH at WEP, with or without the drop tank rack. This is a few dozen MPH too slow to compete in level races with the other perked and unperked later war fighters. True airspeed increases at a rate of a bit more than 4 MPH per 1,000 feet of altitude, with two flat spots from about 6 to 10 kft and 16 to 24 kft depending on power settings, and tops out at about 475 MPH around 41,000 feet, soon after which it quickly tapers off.<br>
Acceleration is slow, by late war or even mid-war standards, at all altitudes. At 41,000 feet, its optimal altitude for level speed, it takes over fifteen minutes to go from about 160 MPH [[Common_terms#ias|IAS]] (the optimal climb speed) to maximum speed, using WEP.

However, the aerodynamics (it seems) are quite clean, and although (like most, if not all, late war models) it can't compare with light planes such as the A6Ms and Spit XVI in slow speed [[Common_terms#zoom|zooms]], high speed retention is doubtlessly among the best. A shallow dive from more than 300 MPH will keep the Ta 152 on pace with almost any other fighter. This characteristic is one of the aircraft's main assets, and key in succesfully flying the Ta 152 against both similar planes and disimilar ones (including level bombers).

One redeeming quality of the engine is the duration of WEP, which is among the longest in the game, if not tied with a few others (such as some Me 109s) as longest. It lasts ten minutes, and only takes five minutes to 'regenerate'. That's plenty of time to last all but the most drawn-out fights. Any engagement of this length will most likely have moments where military power is enough, which easily equates to more or less 15 minutes of alternate MIL/WEP power before the engine temperature reaches its maximum.<br>
Managing WEP like this is valuable for the Ta 152 in Aces High, as described in the combat sections below.

Fifty percent of internal fuel will cover most [[Common_terms#furball|furballing]] needs in the Main Arenas, where fuel burn is twice the historical rate of consumption. That's good for about 20 minutes at military power, or six 25 mile sectors on the standard MA maps, at military power and sea level. You can squeeze enough flight time out of 25% fuel loadout (which really makes a big difference in agility) to dogfight at low altitude near your home base, but you then most likely have to fly on economical engine settings anytime possible, and that means very slow speeds between combat segments. If more range is needed, using 75% or 100% will last about 10 or 15 sectors' distance at 20,000 feet, and adding a drop tank on top of the maximum internal fuel will last more than thirty sectors' worth at 30,000 feet, also at military power. <br>
WEP power consumes almost one and a half times as much fuel as military power at sea level and about one fifth more at 40,000 feet, with a linear trend between the two heights.

So range isn't ever a problem for this plane, but as described below, the range allowed by its fuselage and wing tanks' capacity is offset by considerably reduced agility when carrying so much fuel.

===Aces High II Performance Charts===
{{Infobox_AH_Aircraft_Performance
|sustainedclean = 794 ft
|sustainedcleandps = 19 dps
|cornervelocity = 259 mph
|cornervelocitydps = 28.8 dps
|stallspeed = 106 mph
|sustainedflaps = 600 ft
|sustainedflapsdps = 18.2 dps
|stallspeedflaps = 89 mph
|150to200 = 9.7 sec
|150to250 = 23.2 sec
|200to250 = 13.5 sec
|150to300 = 45.2 sec
|300to350 = 60.2 sec}}
[[Image:Ta152hclmb.jpg|300px|Ta 152H-1 climb chart]]
[[Image:Ta152hspd.jpg‎‎|300px|Ta 152H-1 speed chart]]

===Firepower===
The Ta 152 carries two types of guns: a [[MK 108|30mm MK108]] cannon firing through the propeller hub, and two [[MG 151/20|20mm MG151/20]] cannons firing from the wingroots. The MK 108 has 90 rounds of ammunition, and the two 151/20s each have 175. These give 10 and 15 seconds of continuous fire, respectively. There are two main aspects to this arrangement: <br>
'''1) Good firepower:''' Hitting with a burst of one round from each gun is enough to all but garantee a kill on any fighter, and these guns fire from the centerline or near it, concentrating the stream of bullets.<br>
'''2) Relative difficulty:''' The ballistics are mixed (one of them a notoriously hard one to hit with), fed with only a relatively small amount of ammunition, at an effectively low volume of fire, and have a short effective range. Additionaly, the nose of the Ta 152 is very near the mushy, wobbly end of the responsiveness spectrum, almost as bad as the Yak's in slow vertical maneuvers, and opposite the P38's razor sharp nose.<br>

The 20mm guns should generaly not be set much further out than about 400 yards, past which the bullets disperse beyond effectiveness. Any more specific guidelines will depend on the habits and intentions of the player, but in most cases, setting the 20mm's convergence to less than 300 yards will greatly reduce the ability to score hits from 400-650 yards (not a negligible ability considering all of the Ta 152's handicaps) for the merely accessory benefit of landing 20mm hits within the 30mm's range.<br>
The 30mm's convergence is a matter of player preference, since its convergence only alters vertical angle. Some players prefer to set it short and adjust for the ballistic drop themselves (and have less vertical bias to deal with when shooting at high speed), while others prefer the 30mm rounds to land where the gunsight point at normal speeds, and compensate themselves for the reduced drop when shooting at high speeds.

Because of these characteristics, successful gunnery in the Ta 152 requires care in both aim and planning.

===Maneuverability===
[[ Image:TAFP.jpg | right | 250px ]]
The Ta 152 feels big, and that's appropriate considering the 47ft wing span and 11,000+ lbs weight. It has one of the best energy retentions under maneuvering, has excellent maximum speed E retention in vertical zooms, and if handled right, is very flexible (for a Fw190 anyway, which the plane is based on) at and past departure, provided you avoid its few quirks (detailed below). Turn rate isn't spectacular at most altitudes, though with the large wings it is possible to turn at even high altitudes where most of the other Luftwaffe models have lost most of their useful lift. Nevertheless, care must be taken at those altitudes, as the Ta152's unaided acceleration is lethargic and said quirks are still present. Roll rate is reasonable though not nearly as quick as other 190s' (again the larger wings are probably the issue), and the Ta152 in general feels dampened compared to the other 190s' near instantaneous response. At lower altitudes the wings are the most effective of all Fw190s by far, but don't permit sustained turning that's truly competitive with Spitfires and the like. The wings are still relatively fragile relative to the flight envelope's full range, but in the current version of the game are still very sturdy under normal flight regimes. Easily more durable than Spitfire wings, under maneuvering stress or under fire, so that if you know how to manage maneuvering at high speeds in the Me262, you're safe from all but freak accidents in the Ta152.

The Ta152's handling isn't without quirks, though. The easiest one to notice is the prominent yaw when rolling. Next, the tail seems to often be blanked by the fuselage during combat maneuvers, once past a certain yaw angle of attack. These two are the ingredients to the majority of the stalls that players encounter in the Ta152. Keeping the tail in check and draining the AFT tank as soon as possible are therefore imperative, [[ Image:152fueltanks.jpg | right | 250px | Draining the AFT tank is imperative for agility.]]and losing your rudder is certainly bad news. Luckily, preventing spins isn't the only reason for keeping good tail control in the Ta152. The area near the limits of the flight envelope are extremely useful, both defensively and offensively, mostly thanks to that same tail-end instability. It allows you to point the nose towards relatively large angles, and keep it there for relatively long lengths of time. In practice this, combined with the Ta152's other attributes, allows you to, for example, turn tight enough with a Spitfire (while keeping much of your speed) to fly to an angle (relative to the target) from which you can push and hold the nose towards a solution, while never actually flying as tight a turn as the target.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_rudder_152_jink_0501_0014.ahf Jinking the nose towards a target turning tighter than you can match]</ref> The usefulness of the tail's flexbility varies with airspeed. At low enough speeds, you can safely fly the Ta152 further sideways (and back) than arguably any plane in the whole plane set.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film82_Sideways.ahf Holding the Ta152 sideways to hit an out-of-reach target]</ref> At higher speeds, the rudder is still one of the strongest in the game (still an excellent help to airbrake, for example), but is sluggish enough that you must plan ahead.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_fast30snapshot_0002.ahf Using the rudder at high speed to guide the nose to a snapshot]</ref> At the top of a vertical reverse (in a [[Common_terms#rope|rope]], slow barrel roll, or [[High_Yo-yo|yoyo]]), there's often more effective authority in the rudder than in the elevators, meaning that you will often reverse the Ta152 quickest with the rudder more than the elevator. The tail's instability can also be exploited to airbrake, in a sort of fishtail maneuver that airbrakes the plane fast enough to cause an overshoot, when done at the right place and time.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_01.ahf "Fishtail" demonstration 1]</ref><ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_02.ahf "Fishtail" demonstration 2]</ref><br>
A more minor but still useful trait of the Ta152's maneuverability is its aileron authority past the rest of the wings' stall. This is characteristically different from the rest of the Fw190s.

On the ground, the Ta152's heavy tail and weak gears makes landing and taxiing as prone to accident as the F4U. The same procedures apply (flare, full flaps, lock tailwheel by pulling back on the stick), with for only difference the landing gears that easily collapse under the Ta152's mass. Flaring to touchdown with the gear brakes on will neutralize most of the initial tail wag.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
A couple of pilots have really found some success with the Ta 152 though they tend adapt to the style in the arena as best they can. Against bombers, the warning tends to be so short that climbing to altitude is better done in something like a 109K4, which also carries a 30mm gun for hitting big planes. The Ta 152 is an excellent BNZer, despite its increased sluggishness at very high speeds. The Ta 152 is really an interceptor though, and above 25K can be used in slashing attacks effectively, if you can find anyone up that high.

Defensively, the Ta 152 had better hope speed can get the job done. Always keep at top speed and have an altitude advantage so you don't have to rely on maneuvering in a defense. Durability is about on par with other Fw190s, although there's higher chances of being hit, consequent to its larger surface area. Don't dive excessively as you can only afford to gently pull out at the bottom for fear of damaging the plane or blacking out extensively.

===Fighting against the {{PAGENAME}}===
The Ta 152 is a pretty rare plane to see and most people who are up in one are actually taking it out for the first time and don't understand it. They use it like a La7 or Spit near the ground thinking the big wings will give a great turn rate while the engine will give La7 speed. I think they are imagining a Spitfire that can do 390mph or something, but that's simply wrong. The Ta 152 is an interceptor and quite easily beaten under these conditions. But be careful, some pilots, like m00t, and some others, have experience levels in the Ta 152 so great that they are extremely hard to beat.

You want to land hits on the Ta 152 at every opporuntity, but don't accept any Head-On's since those are certain to be fatal to you. I think that shouldn't be necessary against a Ta 152 under most conditions. Being above a Ta 152 is a good place to start any engagement since you are unlikely to be able to gain energy quickly enough to match a superior Ta 152. Usually 152s are so high though that you may only see them as dots racing around looking for high altitude bombers. The larger wings on the Ta 152 hamper the roll rate and add little to maneuverability. If you can drive a Ta 152 down you are probably winning more than you can imagine. The Ta 152 doesn't like to fight under 20K since it really is mostly average down there.

Defensively, make hard maneuvers or try to suck the Ta 152 into overspeed conditions. The Ta 152 is just as likely to not be able to follow a sharp, high-speed, turn for a number of reasons. The turn rate really isn't that good under those conditions, and the roll rate is such that it is not nearly as crisp as with the other 190's. This leads to problems in getting proper aiming angles. The structure of the Ta 152 is not overly strong either so it is easy for an enemy to pull the wings off or quickly black out at a key firing time. You never want to let them in close though to knock you down with the big cannons they pack.

===Sources===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]
<references />
</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:TAYAK.jpg

2010-05-14T10:02:01Z

Pervert: TA152 Cactus

TA152 Cactus

File:TAFP.jpg

2010-05-14T10:01:11Z

Pervert: TA152 Cactus

TA152 Cactus

Ta 152H

2010-05-14T09:59:25Z

Pervert:

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Ta 152H-1
|image =102007.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer =Focke-Wulf
|crew =Single-seat
|wingspan =14.44 m (48 ft 6 in)
|length =10.82 m (33 ft 11 in)
|height =3,36 m (13 ft 1in)
|internalfuel =263 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Ta 152H-1
|type =Fighter/attacker
|image =AHta152_1.jpg
|variantof =[[Fw 190]]
|crew =Single-seat
|loadout1-1 =1x [[MK 108|30mm MK 108]] 90 rounds
|loadout1-2 =2x [[MG 151/20|20mm MG 151/20]] 175 rpg
|options1 =1x 80 gallon drop tank
|earliestMA =[[Late war]]
|perkcost =0
|LWENY =5
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==
The Ta 152 has a rather bad reputation in AH, for what's supposed to be an ENY 5 and former perk model. Something that's supposed to compete with the [[Tempest_Mk_V|Hawker Tempest]]. A very late war German design, it was based on the 190 series with an increased wing span and upgraded firepower which made it possibly the ulitmate high altitude interceptor. Unfortunately, combat altitudes in AH tend to be below even the mid-teens and encounters up above 25K, where the Ta 152 starts to shine, are extraordinarily rare. The Ta152 also suffers from some handling gremlins that make it pretty inaccessible for less experienced players.

===Engine Power===
The Ta 152's engine, itself, is top tier. Producing 1,750 HP and 2,050 HP at military and WEP settings, respectively, it could compare favorably in practical performance with most of the rest of the fastest and best accelerating planes in Aces High, if not for the mass it's tasked with propelling: roughly eleven thousand pounds on average (the 80gal. drop tank adds 500lbs, which totals 12klbs at 100% fuel loadout).<br>
By comparison, the Tempest V weighs just about the same, but, with four hundred more horsepower, is the punchiest prop fighter over the 300+ MPH range in the Aces High planeset.

Sea level speed is a little over 330 MPH at military power, and a little over 360 MPH at WEP, with or without the drop tank rack. This is a few dozen MPH too slow to compete in level races with the other perked and unperked later war fighters. True airspeed increases at a rate of a bit more than 4 MPH per 1,000 feet of altitude, with two flat spots from about 6 to 10 kft and 16 to 24 kft depending on power settings, and tops out at about 475 MPH around 41,000 feet, soon after which it quickly tapers off.<br>
Acceleration is slow, by late war or even mid-war standards, at all altitudes. At 41,000 feet, its optimal altitude for level speed, it takes over fifteen minutes to go from about 160 MPH [[Common_terms#ias|IAS]] (the optimal climb speed) to maximum speed, using WEP.

However, the aerodynamics (it seems) are quite clean, and although (like most, if not all, late war models) it can't compare with light planes such as the A6Ms and Spit XVI in slow speed [[Common_terms#zoom|zooms]], high speed retention is doubtlessly among the best. A shallow dive from more than 300 MPH will keep the Ta 152 on pace with almost any other fighter. This characteristic is one of the aircraft's main assets, and key in succesfully flying the Ta 152 against both similar planes and disimilar ones (including level bombers).

One redeeming quality of the engine is the duration of WEP, which is among the longest in the game, if not tied with a few others (such as some Me 109s) as longest. It lasts ten minutes, and only takes five minutes to 'regenerate'. That's plenty of time to last all but the most drawn-out fights. Any engagement of this length will most likely have moments where military power is enough, which easily equates to more or less 15 minutes of alternate MIL/WEP power before the engine temperature reaches its maximum.<br>
Managing WEP like this is valuable for the Ta 152 in Aces High, as described in the combat sections below.

Fifty percent of internal fuel will cover most [[Common_terms#furball|furballing]] needs in the Main Arenas, where fuel burn is twice the historical rate of consumption. That's good for about 20 minutes at military power, or six 25 mile sectors on the standard MA maps, at military power and sea level. You can squeeze enough flight time out of 25% fuel loadout (which really makes a big difference in agility) to dogfight at low altitude near your home base, but you then most likely have to fly on economical engine settings anytime possible, and that means very slow speeds between combat segments. If more range is needed, using 75% or 100% will last about 10 or 15 sectors' distance at 20,000 feet, and adding a drop tank on top of the maximum internal fuel will last more than thirty sectors' worth at 30,000 feet, also at military power. <br>
WEP power consumes almost one and a half times as much fuel as military power at sea level and about one fifth more at 40,000 feet, with a linear trend between the two heights.

So range isn't ever a problem for this plane, but as described below, the range allowed by its fuselage and wing tanks' capacity is offset by considerably reduced agility when carrying so much fuel.

===Aces High II Performance Charts===
{{Infobox_AH_Aircraft_Performance
|sustainedclean = 794 ft
|sustainedcleandps = 19 dps
|cornervelocity = 259 mph
|cornervelocitydps = 28.8 dps
|stallspeed = 106 mph
|sustainedflaps = 600 ft
|sustainedflapsdps = 18.2 dps
|stallspeedflaps = 89 mph
|150to200 = 9.7 sec
|150to250 = 23.2 sec
|200to250 = 13.5 sec
|150to300 = 45.2 sec
|300to350 = 60.2 sec}}
[[Image:Ta152hclmb.jpg|300px|Ta 152H-1 climb chart]]
[[Image:Ta152hspd.jpg‎‎|300px|Ta 152H-1 speed chart]]

===Firepower===
The Ta 152 carries two types of guns: a [[MK 108|30mm MK108]] cannon firing through the propeller hub, and two [[MG 151/20|20mm MG151/20]] cannons firing from the wingroots. The MK 108 has 90 rounds of ammunition, and the two 151/20s each have 175. These give 10 and 15 seconds of continuous fire, respectively. There are two main aspects to this arrangement: <br>
'''1) Good firepower:''' Hitting with a burst of one round from each gun is enough to all but garantee a kill on any fighter, and these guns fire from the centerline or near it, concentrating the stream of bullets.<br>
'''2) Relative difficulty:''' The ballistics are mixed (one of them a notoriously hard one to hit with), fed with only a relatively small amount of ammunition, at an effectively low volume of fire, and have a short effective range. Additionaly, the nose of the Ta 152 is very near the mushy, wobbly end of the responsiveness spectrum, almost as bad as the Yak's in slow vertical maneuvers, and opposite the P38's razor sharp nose.<br>

The 20mm guns should generaly not be set much further out than about 400 yards, past which the bullets disperse beyond effectiveness. Any more specific guidelines will depend on the habits and intentions of the player, but in most cases, setting the 20mm's convergence to less than 300 yards will greatly reduce the ability to score hits from 400-650 yards (not a negligible ability considering all of the Ta 152's handicaps) for the merely accessory benefit of landing 20mm hits within the 30mm's range.<br>
The 30mm's convergence is a matter of player preference, since its convergence only alters vertical angle. Some players prefer to set it short and adjust for the ballistic drop themselves (and have less vertical bias to deal with when shooting at high speed), while others prefer the 30mm rounds to land where the gunsight point at normal speeds, and compensate themselves for the reduced drop when shooting at high speeds.

Because of these characteristics, successful gunnery in the Ta 152 requires care in both aim and planning.

===Maneuverability===
The Ta 152 feels big, and that's appropriate considering the 47ft wing span and 11,000+ lbs weight. It has one of the best energy retentions under maneuvering, has excellent maximum speed E retention in vertical zooms, and if handled right, is very flexible (for a Fw190 anyway, which the plane is based on) at and past departure, provided you avoid its few quirks (detailed below). Turn rate isn't spectacular at most altitudes, though with the large wings it is possible to turn at even high altitudes where most of the other Luftwaffe models have lost most of their useful lift. Nevertheless, care must be taken at those altitudes, as the Ta152's unaided acceleration is lethargic and said quirks are still present. Roll rate is reasonable though not nearly as quick as other 190s' (again the larger wings are probably the issue), and the Ta152 in general feels dampened compared to the other 190s' near instantaneous response. At lower altitudes the wings are the most effective of all Fw190s by far, but don't permit sustained turning that's truly competitive with Spitfires and the like. The wings are still relatively fragile relative to the flight envelope's full range, but in the current version of the game are still very sturdy under normal flight regimes. Easily more durable than Spitfire wings, under maneuvering stress or under fire, so that if you know how to manage maneuvering at high speeds in the Me262, you're safe from all but freak accidents in the Ta152.

The Ta152's handling isn't without quirks, though. The easiest one to notice is the prominent yaw when rolling. Next, the tail seems to often be blanked by the fuselage during combat maneuvers, once past a certain yaw angle of attack. These two are the ingredients to the majority of the stalls that players encounter in the Ta152. Keeping the tail in check and draining the AFT tank as soon as possible are therefore imperative, [[ Image:152fueltanks.jpg | right | 250px | Draining the AFT tank is imperative for agility.]]and losing your rudder is certainly bad news. Luckily, preventing spins isn't the only reason for keeping good tail control in the Ta152. The area near the limits of the flight envelope are extremely useful, both defensively and offensively, mostly thanks to that same tail-end instability. It allows you to point the nose towards relatively large angles, and keep it there for relatively long lengths of time. In practice this, combined with the Ta152's other attributes, allows you to, for example, turn tight enough with a Spitfire (while keeping much of your speed) to fly to an angle (relative to the target) from which you can push and hold the nose towards a solution, while never actually flying as tight a turn as the target.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_rudder_152_jink_0501_0014.ahf Jinking the nose towards a target turning tighter than you can match]</ref> The usefulness of the tail's flexbility varies with airspeed. At low enough speeds, you can safely fly the Ta152 further sideways (and back) than arguably any plane in the whole plane set.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film82_Sideways.ahf Holding the Ta152 sideways to hit an out-of-reach target]</ref> At higher speeds, the rudder is still one of the strongest in the game (still an excellent help to airbrake, for example), but is sluggish enough that you must plan ahead.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_fast30snapshot_0002.ahf Using the rudder at high speed to guide the nose to a snapshot]</ref> At the top of a vertical reverse (in a [[Common_terms#rope|rope]], slow barrel roll, or [[High_Yo-yo|yoyo]]), there's often more effective authority in the rudder than in the elevators, meaning that you will often reverse the Ta152 quickest with the rudder more than the elevator. The tail's instability can also be exploited to airbrake, in a sort of fishtail maneuver that airbrakes the plane fast enough to cause an overshoot, when done at the right place and time.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_01.ahf "Fishtail" demonstration 1]</ref><ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_02.ahf "Fishtail" demonstration 2]</ref><br>
A more minor but still useful trait of the Ta152's maneuverability is its aileron authority past the rest of the wings' stall. This is characteristically different from the rest of the Fw190s.

On the ground, the Ta152's heavy tail and weak gears makes landing and taxiing as prone to accident as the F4U. The same procedures apply (flare, full flaps, lock tailwheel by pulling back on the stick), with for only difference the landing gears that easily collapse under the Ta152's mass. Flaring to touchdown with the gear brakes on will neutralize most of the initial tail wag.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
A couple of pilots have really found some success with the Ta 152 though they tend adapt to the style in the arena as best they can. Against bombers, the warning tends to be so short that climbing to altitude is better done in something like a 109K4, which also carries a 30mm gun for hitting big planes. The Ta 152 is an excellent BNZer, despite its increased sluggishness at very high speeds. The Ta 152 is really an interceptor though, and above 25K can be used in slashing attacks effectively, if you can find anyone up that high.

Defensively, the Ta 152 had better hope speed can get the job done. Always keep at top speed and have an altitude advantage so you don't have to rely on maneuvering in a defense. Durability is about on par with other Fw190s, although there's higher chances of being hit, consequent to its larger surface area. Don't dive excessively as you can only afford to gently pull out at the bottom for fear of damaging the plane or blacking out extensively.

===Fighting against the {{PAGENAME}}===
The Ta 152 is a pretty rare plane to see and most people who are up in one are actually taking it out for the first time and don't understand it. They use it like a La7 or Spit near the ground thinking the big wings will give a great turn rate while the engine will give La7 speed. I think they are imagining a Spitfire that can do 390mph or something, but that's simply wrong. The Ta 152 is an interceptor and quite easily beaten under these conditions. But be careful, some pilots, like m00t, and some others, have experience levels in the Ta 152 so great that they are extremely hard to beat.

You want to land hits on the Ta 152 at every opporuntity, but don't accept any Head-On's since those are certain to be fatal to you. I think that shouldn't be necessary against a Ta 152 under most conditions. Being above a Ta 152 is a good place to start any engagement since you are unlikely to be able to gain energy quickly enough to match a superior Ta 152. Usually 152s are so high though that you may only see them as dots racing around looking for high altitude bombers. The larger wings on the Ta 152 hamper the roll rate and add little to maneuverability. If you can drive a Ta 152 down you are probably winning more than you can imagine. The Ta 152 doesn't like to fight under 20K since it really is mostly average down there.

Defensively, make hard maneuvers or try to suck the Ta 152 into overspeed conditions. The Ta 152 is just as likely to not be able to follow a sharp, high-speed, turn for a number of reasons. The turn rate really isn't that good under those conditions, and the roll rate is such that it is not nearly as crisp as with the other 190's. This leads to problems in getting proper aiming angles. The structure of the Ta 152 is not overly strong either so it is easy for an enemy to pull the wings off or quickly black out at a key firing time. You never want to let them in close though to knock you down with the big cannons they pack.

===Sources===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]
<references />
</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Ta 152H

2010-05-14T09:58:04Z

Pervert: /* Firepower */ Added Picture Cactus screenshot

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Ta 152H-1
|image =102007.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer =Focke-Wulf
|crew =Single-seat
|wingspan =14.44 m (48 ft 6 in)
|length =10.82 m (33 ft 11 in)
|height =3,36 m (13 ft 1in)
|internalfuel =263 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Ta 152H-1
|type =Fighter/attacker
|image =AHta152_1.jpg
|variantof =[[Fw 190]]
|crew =Single-seat
|loadout1-1 =1x [[MK 108|30mm MK 108]] 90 rounds
|loadout1-2 =2x [[MG 151/20|20mm MG 151/20]] 175 rpg
|options1 =1x 80 gallon drop tank
|earliestMA =[[Late war]]
|perkcost =0
|LWENY =5
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==
The Ta 152 has a rather bad reputation in AH, for what's supposed to be an ENY 5 and former perk model. Something that's supposed to compete with the [[Tempest_Mk_V|Hawker Tempest]]. A very late war German design, it was based on the 190 series with an increased wing span and upgraded firepower which made it possibly the ulitmate high altitude interceptor. Unfortunately, combat altitudes in AH tend to be below even the mid-teens and encounters up above 25K, where the Ta 152 starts to shine, are extraordinarily rare. The Ta152 also suffers from some handling gremlins that make it pretty inaccessible for less experienced players.

===Engine Power===
The Ta 152's engine, itself, is top tier. Producing 1,750 HP and 2,050 HP at military and WEP settings, respectively, it could compare favorably in practical performance with most of the rest of the fastest and best accelerating planes in Aces High, if not for the mass it's tasked with propelling: roughly eleven thousand pounds on average (the 80gal. drop tank adds 500lbs, which totals 12klbs at 100% fuel loadout).<br>
By comparison, the Tempest V weighs just about the same, but, with four hundred more horsepower, is the punchiest prop fighter over the 300+ MPH range in the Aces High planeset.

Sea level speed is a little over 330 MPH at military power, and a little over 360 MPH at WEP, with or without the drop tank rack. This is a few dozen MPH too slow to compete in level races with the other perked and unperked later war fighters. True airspeed increases at a rate of a bit more than 4 MPH per 1,000 feet of altitude, with two flat spots from about 6 to 10 kft and 16 to 24 kft depending on power settings, and tops out at about 475 MPH around 41,000 feet, soon after which it quickly tapers off.<br>
Acceleration is slow, by late war or even mid-war standards, at all altitudes. At 41,000 feet, its optimal altitude for level speed, it takes over fifteen minutes to go from about 160 MPH [[Common_terms#ias|IAS]] (the optimal climb speed) to maximum speed, using WEP.

However, the aerodynamics (it seems) are quite clean, and although (like most, if not all, late war models) it can't compare with light planes such as the A6Ms and Spit XVI in slow speed [[Common_terms#zoom|zooms]], high speed retention is doubtlessly among the best. A shallow dive from more than 300 MPH will keep the Ta 152 on pace with almost any other fighter. This characteristic is one of the aircraft's main assets, and key in succesfully flying the Ta 152 against both similar planes and disimilar ones (including level bombers).

One redeeming quality of the engine is the duration of WEP, which is among the longest in the game, if not tied with a few others (such as some Me 109s) as longest. It lasts ten minutes, and only takes five minutes to 'regenerate'. That's plenty of time to last all but the most drawn-out fights. Any engagement of this length will most likely have moments where military power is enough, which easily equates to more or less 15 minutes of alternate MIL/WEP power before the engine temperature reaches its maximum.<br>
Managing WEP like this is valuable for the Ta 152 in Aces High, as described in the combat sections below.

Fifty percent of internal fuel will cover most [[Common_terms#furball|furballing]] needs in the Main Arenas, where fuel burn is twice the historical rate of consumption. That's good for about 20 minutes at military power, or six 25 mile sectors on the standard MA maps, at military power and sea level. You can squeeze enough flight time out of 25% fuel loadout (which really makes a big difference in agility) to dogfight at low altitude near your home base, but you then most likely have to fly on economical engine settings anytime possible, and that means very slow speeds between combat segments. If more range is needed, using 75% or 100% will last about 10 or 15 sectors' distance at 20,000 feet, and adding a drop tank on top of the maximum internal fuel will last more than thirty sectors' worth at 30,000 feet, also at military power. <br>
WEP power consumes almost one and a half times as much fuel as military power at sea level and about one fifth more at 40,000 feet, with a linear trend between the two heights.

So range isn't ever a problem for this plane, but as described below, the range allowed by its fuselage and wing tanks' capacity is offset by considerably reduced agility when carrying so much fuel.

===Aces High II Performance Charts===
{{Infobox_AH_Aircraft_Performance
|sustainedclean = 794 ft
|sustainedcleandps = 19 dps
|cornervelocity = 259 mph
|cornervelocitydps = 28.8 dps
|stallspeed = 106 mph
|sustainedflaps = 600 ft
|sustainedflapsdps = 18.2 dps
|stallspeedflaps = 89 mph
|150to200 = 9.7 sec
|150to250 = 23.2 sec
|200to250 = 13.5 sec
|150to300 = 45.2 sec
|300to350 = 60.2 sec}}
[[Image:Ta152hclmb.jpg|300px|Ta 152H-1 climb chart]]
[[Image:Ta152hspd.jpg‎‎|300px|Ta 152H-1 speed chart]]

===Firepower===
[[ Image:DoraFP.jpg | right | 250px ]]
The Ta 152 carries two types of guns: a [[MK 108|30mm MK108]] cannon firing through the propeller hub, and two [[MG 151/20|20mm MG151/20]] cannons firing from the wingroots. The MK 108 has 90 rounds of ammunition, and the two 151/20s each have 175. These give 10 and 15 seconds of continuous fire, respectively. There are two main aspects to this arrangement: <br>
'''1) Good firepower:''' Hitting with a burst of one round from each gun is enough to all but garantee a kill on any fighter, and these guns fire from the centerline or near it, concentrating the stream of bullets.<br>
'''2) Relative difficulty:''' The ballistics are mixed (one of them a notoriously hard one to hit with), fed with only a relatively small amount of ammunition, at an effectively low volume of fire, and have a short effective range. Additionaly, the nose of the Ta 152 is very near the mushy, wobbly end of the responsiveness spectrum, almost as bad as the Yak's in slow vertical maneuvers, and opposite the P38's razor sharp nose.<br>

The 20mm guns should generaly not be set much further out than about 400 yards, past which the bullets disperse beyond effectiveness. Any more specific guidelines will depend on the habits and intentions of the player, but in most cases, setting the 20mm's convergence to less than 300 yards will greatly reduce the ability to score hits from 400-650 yards (not a negligible ability considering all of the Ta 152's handicaps) for the merely accessory benefit of landing 20mm hits within the 30mm's range.<br>
The 30mm's convergence is a matter of player preference, since its convergence only alters vertical angle. Some players prefer to set it short and adjust for the ballistic drop themselves (and have less vertical bias to deal with when shooting at high speed), while others prefer the 30mm rounds to land where the gunsight point at normal speeds, and compensate themselves for the reduced drop when shooting at high speeds.

Because of these characteristics, successful gunnery in the Ta 152 requires care in both aim and planning.

===Maneuverability===
The Ta 152 feels big, and that's appropriate considering the 47ft wing span and 11,000+ lbs weight. It has one of the best energy retentions under maneuvering, has excellent maximum speed E retention in vertical zooms, and if handled right, is very flexible (for a Fw190 anyway, which the plane is based on) at and past departure, provided you avoid its few quirks (detailed below). Turn rate isn't spectacular at most altitudes, though with the large wings it is possible to turn at even high altitudes where most of the other Luftwaffe models have lost most of their useful lift. Nevertheless, care must be taken at those altitudes, as the Ta152's unaided acceleration is lethargic and said quirks are still present. Roll rate is reasonable though not nearly as quick as other 190s' (again the larger wings are probably the issue), and the Ta152 in general feels dampened compared to the other 190s' near instantaneous response. At lower altitudes the wings are the most effective of all Fw190s by far, but don't permit sustained turning that's truly competitive with Spitfires and the like. The wings are still relatively fragile relative to the flight envelope's full range, but in the current version of the game are still very sturdy under normal flight regimes. Easily more durable than Spitfire wings, under maneuvering stress or under fire, so that if you know how to manage maneuvering at high speeds in the Me262, you're safe from all but freak accidents in the Ta152.

The Ta152's handling isn't without quirks, though. The easiest one to notice is the prominent yaw when rolling. Next, the tail seems to often be blanked by the fuselage during combat maneuvers, once past a certain yaw angle of attack. These two are the ingredients to the majority of the stalls that players encounter in the Ta152. Keeping the tail in check and draining the AFT tank as soon as possible are therefore imperative, [[ Image:152fueltanks.jpg | right | 250px | Draining the AFT tank is imperative for agility.]]and losing your rudder is certainly bad news. Luckily, preventing spins isn't the only reason for keeping good tail control in the Ta152. The area near the limits of the flight envelope are extremely useful, both defensively and offensively, mostly thanks to that same tail-end instability. It allows you to point the nose towards relatively large angles, and keep it there for relatively long lengths of time. In practice this, combined with the Ta152's other attributes, allows you to, for example, turn tight enough with a Spitfire (while keeping much of your speed) to fly to an angle (relative to the target) from which you can push and hold the nose towards a solution, while never actually flying as tight a turn as the target.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_rudder_152_jink_0501_0014.ahf Jinking the nose towards a target turning tighter than you can match]</ref> The usefulness of the tail's flexbility varies with airspeed. At low enough speeds, you can safely fly the Ta152 further sideways (and back) than arguably any plane in the whole plane set.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film82_Sideways.ahf Holding the Ta152 sideways to hit an out-of-reach target]</ref> At higher speeds, the rudder is still one of the strongest in the game (still an excellent help to airbrake, for example), but is sluggish enough that you must plan ahead.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/film15_fast30snapshot_0002.ahf Using the rudder at high speed to guide the nose to a snapshot]</ref> At the top of a vertical reverse (in a [[Common_terms#rope|rope]], slow barrel roll, or [[High_Yo-yo|yoyo]]), there's often more effective authority in the rudder than in the elevators, meaning that you will often reverse the Ta152 quickest with the rudder more than the elevator. The tail's instability can also be exploited to airbrake, in a sort of fishtail maneuver that airbrakes the plane fast enough to cause an overshoot, when done at the right place and time.<ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_01.ahf "Fishtail" demonstration 1]</ref><ref>[http://trainers.hitechcreations.com/files/moot/films_AHwiki/Fishtail_02.ahf "Fishtail" demonstration 2]</ref><br>
A more minor but still useful trait of the Ta152's maneuverability is its aileron authority past the rest of the wings' stall. This is characteristically different from the rest of the Fw190s.

On the ground, the Ta152's heavy tail and weak gears makes landing and taxiing as prone to accident as the F4U. The same procedures apply (flare, full flaps, lock tailwheel by pulling back on the stick), with for only difference the landing gears that easily collapse under the Ta152's mass. Flaring to touchdown with the gear brakes on will neutralize most of the initial tail wag.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
A couple of pilots have really found some success with the Ta 152 though they tend adapt to the style in the arena as best they can. Against bombers, the warning tends to be so short that climbing to altitude is better done in something like a 109K4, which also carries a 30mm gun for hitting big planes. The Ta 152 is an excellent BNZer, despite its increased sluggishness at very high speeds. The Ta 152 is really an interceptor though, and above 25K can be used in slashing attacks effectively, if you can find anyone up that high.

Defensively, the Ta 152 had better hope speed can get the job done. Always keep at top speed and have an altitude advantage so you don't have to rely on maneuvering in a defense. Durability is about on par with other Fw190s, although there's higher chances of being hit, consequent to its larger surface area. Don't dive excessively as you can only afford to gently pull out at the bottom for fear of damaging the plane or blacking out extensively.

===Fighting against the {{PAGENAME}}===
The Ta 152 is a pretty rare plane to see and most people who are up in one are actually taking it out for the first time and don't understand it. They use it like a La7 or Spit near the ground thinking the big wings will give a great turn rate while the engine will give La7 speed. I think they are imagining a Spitfire that can do 390mph or something, but that's simply wrong. The Ta 152 is an interceptor and quite easily beaten under these conditions. But be careful, some pilots, like m00t, and some others, have experience levels in the Ta 152 so great that they are extremely hard to beat.

You want to land hits on the Ta 152 at every opporuntity, but don't accept any Head-On's since those are certain to be fatal to you. I think that shouldn't be necessary against a Ta 152 under most conditions. Being above a Ta 152 is a good place to start any engagement since you are unlikely to be able to gain energy quickly enough to match a superior Ta 152. Usually 152s are so high though that you may only see them as dots racing around looking for high altitude bombers. The larger wings on the Ta 152 hamper the roll rate and add little to maneuverability. If you can drive a Ta 152 down you are probably winning more than you can imagine. The Ta 152 doesn't like to fight under 20K since it really is mostly average down there.

Defensively, make hard maneuvers or try to suck the Ta 152 into overspeed conditions. The Ta 152 is just as likely to not be able to follow a sharp, high-speed, turn for a number of reasons. The turn rate really isn't that good under those conditions, and the roll rate is such that it is not nearly as crisp as with the other 190's. This leads to problems in getting proper aiming angles. The structure of the Ta 152 is not overly strong either so it is easy for an enemy to pull the wings off or quickly black out at a key firing time. You never want to let them in close though to knock you down with the big cannons they pack.

===Sources===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]
<references />
</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Fw 190D-9

2010-05-14T09:56:51Z

Pervert: /* Firepower */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Fw 190D-9
|image =190D-9h.jpg
|type =Fighter/Attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer = Focke-Wulf
|crew =1
|wingspan = 34'5½"
|length =33'5¼"
|height = 11'0¼"
|internalfuel = 139 Gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Fw 190D-9
|image =190D9_800x.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|crew = 1
|loadout1-1 = x2 20 mm [[MG_151/20]] 250 RPG
|loadout1-2 = x2 13 mm MG 131 475 RPG
|loadout2-1 =
|loadout2-2 =
|options1 =[[250 kg bomb]]
|options2 =[[500 kg bomb]]
|options3 =300 Litre Drop Tank
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =15
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The 190D9 was an inline powered 190 version, easily distinguishable by the longer nose. The D9 is consistently the most popular 190 version, and for good reason. It offers all the positives of the other 190 versions, includes a solid level of firepower, while adding a lot of speed to make it very competitive against other mid-late war rides. While 190's like the A5, A8 and F8 are a little lacking in speed, the 190D9 certainly is not. I consider the 190D9 as the best non-perk German ride in the game, and typically the stats tell the same tale after each tour, with the D9 ranking very highly. Still, the techniques to extract the maximum out of a 190D9 tend to be more advanced, so it tends to find more success to those with a little more experience.

===Engine Power===
The engine is of course an inline vs. the radials of previous 190's and in some ways it just feels different. The 190D9 has a sea-level speed of 375mph (WEP) / 346mph (no-WEP) which is very respectable. You'll notice though that where most planes get roughly a 10-15mph boost from WEP, the D9 gets 29mph and that's very important because 346mph is nothing special but 375mph certainly is. A good low cruise altitude is about 10K with the D9 turning about 380mph, high altitude cruise (420mph at 22K) tends to be low for many high altitude fighters which typically operate best around 26-28K. 22K really is the ceiling for most D9 operations too as too many other fighters continue to gain performance at altitudes higher than that while I've always felt 190's simply get worse. Getting a 190D9 to 30K or more can actually be a struggle. Acceleration is very brisk at almost any altitude and climb rate is steady at 4,100ft/minute, dropping to 3,600ft/minute at 15K. This makes it one of the consistently fastest climbing aircraft through 15K. WEP time is wonderful, over 9 minutes, as in other 190's (and most LW planes). Use of WEP is more a fuel burning issue and it is rare that you will run out of WEP unless you took too little fuel or have been flying with it constantly engaged. Fuel range is a tiny bit better than other 190's, 32 minutes on full internal plus 18 minute if taking a center drop tank. Again, the drop tank is recommended for climb-out and transit to the fight where it will be dropped to lighten up. The fuel burn order is controversial where people argue the aft tank should be burned before the fwd one, which I tend to agree since it appears to help with balancing of the aircraft for combat. though you will have to switch it manually. I typically will burn the AFT tank down to 25% and then revert to automatic tank selection, leaving me a reserve which I can use to return to base.

===Aces High II Performance Charts===
[[Image:190d9spd.jpg|300px|Fw 190D-9 speed chart]]
[[image:190d9clmb.jpg|300px|Fw 190D-9 climb chart]]

===Firepower===
Firepower is good with twin Mg 151/20 cannons in the wings and a pair of closely mounted 13mm machineguns in the cowling of the nose. Ammunition is very generous for both cannons and machineguns, similar to other 190's, giving a good combat persistance and the ability get a lot of kills without having to reload. The cannons are really the killers when you land hits although the cowl guns can be quite effective at closer ranges or against easy targets. The cannons are wing mounted, though not terribly far off centerline, but you should still set your convergence on them to a reasonable range. The cowl weapons shoud have the convergence set out to D650, giving the ability to take long range shots, while in not hurting close range opportunities.I tend to use the cowl guns for ranging and to keep planes honest if they try and fly in straight lines outside of what I think I can hit with my cannons. No option exists to increase cannon firepower although typically none is required. Cannon accuracy at longer ranges is not all that great if you are used to flying hispano or planes with .50's, so you may find you want to adjust your firing habits to get a little closer to your target. I find D350 to be a nice distance where I know I can aim my cannons with little difficulty. Outside of that range, your cowl guns have two important advantages, better ballistics, and a close mounting that makes convergence a non-issue, so use those and hope to land hits that may damage or scare an opponent. I do find the lengthened cowl, because of the inline engine, tends to be a bit of an issue when taking shots at targets that cross from under your nose. You may want to roll slightly and look along the side of your aircraft to help anticipate when to pull the trigger on crossing style shots.

===Maneuverability===
Most people mistakenly consider maneuverability as turn-rate, which would have to be described as generally poor in the 190D9. At high speed, it turns pretty well, able to pull the maximum 5-6G's that really limits turn rate anyway, with little trouble. At low speeds, the turn-rate is poor, amongst the worst, so maneuvering to maximize your turn rate is important and flat-turns simply aren't going to get the job done. Maneuvering isn't all about turn rate though, it's about a number of other things, one of which is roll, at which the 190D9 excels. I don't even know if the word excel does the roll rate justice, it literally dominates anything in roll rate at almost every speed. This is not a lie, but a 190 that is missing one whole aileron to damage can still out-roll 90% of the aircraft in the game at any speed. Unfortunately, roll rate is a characteristic best utilized by veterans, while new to intermediate pilots often struggle to extract the maximum gain from rolling. Stall characteristics of the 190D9 are also a little harsh with an abrupt stall and snap-roll, though recovery is usually easy by easing back pressure on the controls. I would ensure that you attempt to fight with the 190D9 while light on fuel, and balanced, as described in the engine section, as this makes it a much more capable aircraft.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
[[ Image:DoraYak.jpg | right | 250px ]]
I likely consider the 190D9 the premier BnZ fighter in the game, or at least in the top 3. It's combination of responsive high speed handling, stellar speed, good climb, and compact firepower, give it the right combination of tools to come in fast, line up easily, take a devestating snapshot, and then escape. Fight with the 190D9 almost purely in the vertical, or use slashing style attacks to keep your enemy responding your you and off-balance. The roll rate allows you to change direction exceptionally quickly in the vertical, plus aids in fine tuning your lead on crossing shots. Try and arrive to the fight at medium altitudes, or at least a little higher than most of the enemy contacts, and then start BnZing back and forth, never slowing down or commiting to a turn-fight. If you can time your approaches and get close, your cannons can destroy almost any aircraft in one pass even in the briefest of snapshots. If you do need to follow a turn, use a lag style and maintain your speed and turn-rate. The 190 can never get a good small radius on a turn, but it can give a good turn rate a higher speeds (325mph+).

Defensively, the 190D9 should try and retain speed, making it all but impossible for anything save a handful of the fastest fighters to initiate a chase. You can use the D9 like other 190's in a scissors type defense where it's acceleration and top speed will easily differentiate it from even other 190's. The D9 also has the pure running option as there are few planes who can easily catch you at most low'ish altitudes. Even the vaunted La7 only has a 5mph advantage at sea-level so any chase by one of those is likely to be fairly long. The D9 is second fastest non-perk plane at sea-level with WEP (the duration of which is at least tied with any other aircraft). You should be able to escape from anyone on the deck not in an La7 (the fastest) if you get enough of a jump on the situation and they don't catch you with some initial big speed advantage. Most of the close planes in this sort of drag race (Typhoon, P-51) don't have 9 minutes of WEP either, you are likely to leave them in the dust once their WEP runs out. Just make sure you extend outside of icon range before deciding to turn around and come back into the fight, don't get impatient. The most dangerous opponent to you if you stay fast is the La7, so try and watch for those or take care of them first. If there are no La7's around then you know you have the best deck speed and should be able to dive away and then extend.

I tend to be a big stats junky too, and the 190D9 offers some pretty astounding ones in performance and score. The D9 usually rules all other non-perk planes in K/D ratio in the main arena. The D9 is 4th fastest climber to 15K, behind only 109 versions (G2, G6, and G10). The D9 is second fastest as sea-level, 5th at 5K, 5th at 10K, and 4th at 15K. This just gives you some ideas on how fast it is and how it can be put to good use.

===Fighting against the {{PAGENAME}}===
All 190's are tough targets and the D9 is no exception. The typical defense of the 190 is to use superior roll rate to get your out of phase and then it will dart away while you are still trying to roll to get into the same plane of direction. This makes the 190's frustratingly difficult to follow in many cases. This tends to lead to a lot of overshoots, or situations where you have to break off your attack and reposition, only to have the 190D9 put some distance between you that you may not be able to overcome.

Your basically going to want to find a speed advantage that you can use to get into position for a quick shot. For some reason the D9, and all 190's come to think of it, have a relatively weak engine and any pings to the front quarter seem to knock it out pretty easily. The D9 doesn't have long on a damaged engine either, tending to overheat quickly before it can get back to base. Try and come in fast with a small altitude advantage and then use that to dive in gently to catch up to a D9. 190's tend to flee quickly too, and dive to the deck at high speeds to escape. Often this includes a split-S and several rolls to get you out of phase. If in doubt, level and regain lost altitude and wait for the 190 to stop rolling long enough to get back into phase. Just be careful not to overshoot because a 190D9 can quickly make you pay for an error like that. Almost everything that is nearly as fast, La7, Typhoon, P-51, can all out-turn the 190D9, sustained. You therefore want to saddle up, force him to turn to avoid your shots, and slowly drift into a sustained turn-fight. Once in a fight like that the 190 is likely to try and scissor and build up energy through short sprints, but this is a vulnerable time for him. If you can land hits on his reversals you may may damage him and will at least spook him into being more aggressive in his defense. This can lead to a 190 overcontrolling and stalling, opening the door for you to get in a free shot on a relatively helpless target. One note of caution though, don't over-lead a scissors style defense and get greedy about the shot, this is the first mistake in what usually ends up as an overshoot and reversal of situation (ie, you are in deep trouble).

Defensively, don't plan on running away from a 190D9 since it is unlikely to happen in the long term if he is determined to track you down. The major weakness of the 190 is going to be in sustained turn rate at lower speeds. A spiral climb, if you can maintain a reasonable climb rate and reasonably tight circle, is likely to pull the 190 into a poor rate of turn as speeds decrease. It is unlikely the 190 will continue this turn and will most likely reverse or try and dive away. A 190 that is driven away will come back but at least this gives you the option to extend yourself, or gain more altitude and wait for him to come back. The D9 has such great energy building characteristics that given half a chance it will build energy and quickly match your level, or exceed it, so you are unlikely to win an energy game unless you can continue the pressure. If you can get a 190 to sustain it's turning while chasing you, you can bleed it slow where it is less able to prevent you from gaining position for a firing opportunity. Good turners should turn aggressively to face the 190 at every opportunity though Head-Ons are not recommended except as a last resort. Once a 190's speed is gone it is a far easier target. One final note, if you are going to start using break-turns against a 190D9, don't do them level (ie, don't just turn to the left or right), instead, throw in some vertical component to the turn, or use a little rudder to change your heading slightly. A simply break turn is easily adjusted for in a 190D9 and he's going to take his crossing snap-shot on you if you make it easy for him.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Fw 190D-9

2010-05-14T09:19:45Z

Pervert: Added Picture - Cactus

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Fw 190D-9
|image =190D-9h.jpg
|type =Fighter/Attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer = Focke-Wulf
|crew =1
|wingspan = 34'5½"
|length =33'5¼"
|height = 11'0¼"
|internalfuel = 139 Gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Fw 190D-9
|image =190D9_800x.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|crew = 1
|loadout1-1 = x2 20 mm [[MG_151/20]] 250 RPG
|loadout1-2 = x2 13 mm MG 131 475 RPG
|loadout2-1 =
|loadout2-2 =
|options1 =[[250 kg bomb]]
|options2 =[[500 kg bomb]]
|options3 =300 Litre Drop Tank
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =15
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The 190D9 was an inline powered 190 version, easily distinguishable by the longer nose. The D9 is consistently the most popular 190 version, and for good reason. It offers all the positives of the other 190 versions, includes a solid level of firepower, while adding a lot of speed to make it very competitive against other mid-late war rides. While 190's like the A5, A8 and F8 are a little lacking in speed, the 190D9 certainly is not. I consider the 190D9 as the best non-perk German ride in the game, and typically the stats tell the same tale after each tour, with the D9 ranking very highly. Still, the techniques to extract the maximum out of a 190D9 tend to be more advanced, so it tends to find more success to those with a little more experience.

===Engine Power===
The engine is of course an inline vs. the radials of previous 190's and in some ways it just feels different. The 190D9 has a sea-level speed of 375mph (WEP) / 346mph (no-WEP) which is very respectable. You'll notice though that where most planes get roughly a 10-15mph boost from WEP, the D9 gets 29mph and that's very important because 346mph is nothing special but 375mph certainly is. A good low cruise altitude is about 10K with the D9 turning about 380mph, high altitude cruise (420mph at 22K) tends to be low for many high altitude fighters which typically operate best around 26-28K. 22K really is the ceiling for most D9 operations too as too many other fighters continue to gain performance at altitudes higher than that while I've always felt 190's simply get worse. Getting a 190D9 to 30K or more can actually be a struggle. Acceleration is very brisk at almost any altitude and climb rate is steady at 4,100ft/minute, dropping to 3,600ft/minute at 15K. This makes it one of the consistently fastest climbing aircraft through 15K. WEP time is wonderful, over 9 minutes, as in other 190's (and most LW planes). Use of WEP is more a fuel burning issue and it is rare that you will run out of WEP unless you took too little fuel or have been flying with it constantly engaged. Fuel range is a tiny bit better than other 190's, 32 minutes on full internal plus 18 minute if taking a center drop tank. Again, the drop tank is recommended for climb-out and transit to the fight where it will be dropped to lighten up. The fuel burn order is controversial where people argue the aft tank should be burned before the fwd one, which I tend to agree since it appears to help with balancing of the aircraft for combat. though you will have to switch it manually. I typically will burn the AFT tank down to 25% and then revert to automatic tank selection, leaving me a reserve which I can use to return to base.

===Aces High II Performance Charts===
[[Image:190d9spd.jpg|300px|Fw 190D-9 speed chart]]
[[image:190d9clmb.jpg|300px|Fw 190D-9 climb chart]]

===Firepower===
[[ Image:DoraFP.jpg | right | 250px ]]
Firepower is good with twin Mg 151/20 cannons in the wings and a pair of closely mounted 13mm machineguns in the cowling of the nose. Ammunition is very generous for both cannons and machineguns, similar to other 190's, giving a good combat persistance and the ability get a lot of kills without having to reload. The cannons are really the killers when you land hits although the cowl guns can be quite effective at closer ranges or against easy targets. The cannons are wing mounted, though not terribly far off centerline, but you should still set your convergence on them to a reasonable range. The cowl weapons shoud have the convergence set out to D650, giving the ability to take long range shots, while in not hurting close range opportunities.I tend to use the cowl guns for ranging and to keep planes honest if they try and fly in straight lines outside of what I think I can hit with my cannons. No option exists to increase cannon firepower although typically none is required. Cannon accuracy at longer ranges is not all that great if you are used to flying hispano or planes with .50's, so you may find you want to adjust your firing habits to get a little closer to your target. I find D350 to be a nice distance where I know I can aim my cannons with little difficulty. Outside of that range, your cowl guns have two important advantages, better ballistics, and a close mounting that makes convergence a non-issue, so use those and hope to land hits that may damage or scare an opponent. I do find the lengthened cowl, because of the inline engine, tends to be a bit of an issue when taking shots at targets that cross from under your nose. You may want to roll slightly and look along the side of your aircraft to help anticipate when to pull the trigger on crossing style shots.

===Maneuverability===
Most people mistakenly consider maneuverability as turn-rate, which would have to be described as generally poor in the 190D9. At high speed, it turns pretty well, able to pull the maximum 5-6G's that really limits turn rate anyway, with little trouble. At low speeds, the turn-rate is poor, amongst the worst, so maneuvering to maximize your turn rate is important and flat-turns simply aren't going to get the job done. Maneuvering isn't all about turn rate though, it's about a number of other things, one of which is roll, at which the 190D9 excels. I don't even know if the word excel does the roll rate justice, it literally dominates anything in roll rate at almost every speed. This is not a lie, but a 190 that is missing one whole aileron to damage can still out-roll 90% of the aircraft in the game at any speed. Unfortunately, roll rate is a characteristic best utilized by veterans, while new to intermediate pilots often struggle to extract the maximum gain from rolling. Stall characteristics of the 190D9 are also a little harsh with an abrupt stall and snap-roll, though recovery is usually easy by easing back pressure on the controls. I would ensure that you attempt to fight with the 190D9 while light on fuel, and balanced, as described in the engine section, as this makes it a much more capable aircraft.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
[[ Image:DoraYak.jpg | right | 250px ]]
I likely consider the 190D9 the premier BnZ fighter in the game, or at least in the top 3. It's combination of responsive high speed handling, stellar speed, good climb, and compact firepower, give it the right combination of tools to come in fast, line up easily, take a devestating snapshot, and then escape. Fight with the 190D9 almost purely in the vertical, or use slashing style attacks to keep your enemy responding your you and off-balance. The roll rate allows you to change direction exceptionally quickly in the vertical, plus aids in fine tuning your lead on crossing shots. Try and arrive to the fight at medium altitudes, or at least a little higher than most of the enemy contacts, and then start BnZing back and forth, never slowing down or commiting to a turn-fight. If you can time your approaches and get close, your cannons can destroy almost any aircraft in one pass even in the briefest of snapshots. If you do need to follow a turn, use a lag style and maintain your speed and turn-rate. The 190 can never get a good small radius on a turn, but it can give a good turn rate a higher speeds (325mph+).

Defensively, the 190D9 should try and retain speed, making it all but impossible for anything save a handful of the fastest fighters to initiate a chase. You can use the D9 like other 190's in a scissors type defense where it's acceleration and top speed will easily differentiate it from even other 190's. The D9 also has the pure running option as there are few planes who can easily catch you at most low'ish altitudes. Even the vaunted La7 only has a 5mph advantage at sea-level so any chase by one of those is likely to be fairly long. The D9 is second fastest non-perk plane at sea-level with WEP (the duration of which is at least tied with any other aircraft). You should be able to escape from anyone on the deck not in an La7 (the fastest) if you get enough of a jump on the situation and they don't catch you with some initial big speed advantage. Most of the close planes in this sort of drag race (Typhoon, P-51) don't have 9 minutes of WEP either, you are likely to leave them in the dust once their WEP runs out. Just make sure you extend outside of icon range before deciding to turn around and come back into the fight, don't get impatient. The most dangerous opponent to you if you stay fast is the La7, so try and watch for those or take care of them first. If there are no La7's around then you know you have the best deck speed and should be able to dive away and then extend.

I tend to be a big stats junky too, and the 190D9 offers some pretty astounding ones in performance and score. The D9 usually rules all other non-perk planes in K/D ratio in the main arena. The D9 is 4th fastest climber to 15K, behind only 109 versions (G2, G6, and G10). The D9 is second fastest as sea-level, 5th at 5K, 5th at 10K, and 4th at 15K. This just gives you some ideas on how fast it is and how it can be put to good use.

===Fighting against the {{PAGENAME}}===
All 190's are tough targets and the D9 is no exception. The typical defense of the 190 is to use superior roll rate to get your out of phase and then it will dart away while you are still trying to roll to get into the same plane of direction. This makes the 190's frustratingly difficult to follow in many cases. This tends to lead to a lot of overshoots, or situations where you have to break off your attack and reposition, only to have the 190D9 put some distance between you that you may not be able to overcome.

Your basically going to want to find a speed advantage that you can use to get into position for a quick shot. For some reason the D9, and all 190's come to think of it, have a relatively weak engine and any pings to the front quarter seem to knock it out pretty easily. The D9 doesn't have long on a damaged engine either, tending to overheat quickly before it can get back to base. Try and come in fast with a small altitude advantage and then use that to dive in gently to catch up to a D9. 190's tend to flee quickly too, and dive to the deck at high speeds to escape. Often this includes a split-S and several rolls to get you out of phase. If in doubt, level and regain lost altitude and wait for the 190 to stop rolling long enough to get back into phase. Just be careful not to overshoot because a 190D9 can quickly make you pay for an error like that. Almost everything that is nearly as fast, La7, Typhoon, P-51, can all out-turn the 190D9, sustained. You therefore want to saddle up, force him to turn to avoid your shots, and slowly drift into a sustained turn-fight. Once in a fight like that the 190 is likely to try and scissor and build up energy through short sprints, but this is a vulnerable time for him. If you can land hits on his reversals you may may damage him and will at least spook him into being more aggressive in his defense. This can lead to a 190 overcontrolling and stalling, opening the door for you to get in a free shot on a relatively helpless target. One note of caution though, don't over-lead a scissors style defense and get greedy about the shot, this is the first mistake in what usually ends up as an overshoot and reversal of situation (ie, you are in deep trouble).

Defensively, don't plan on running away from a 190D9 since it is unlikely to happen in the long term if he is determined to track you down. The major weakness of the 190 is going to be in sustained turn rate at lower speeds. A spiral climb, if you can maintain a reasonable climb rate and reasonably tight circle, is likely to pull the 190 into a poor rate of turn as speeds decrease. It is unlikely the 190 will continue this turn and will most likely reverse or try and dive away. A 190 that is driven away will come back but at least this gives you the option to extend yourself, or gain more altitude and wait for him to come back. The D9 has such great energy building characteristics that given half a chance it will build energy and quickly match your level, or exceed it, so you are unlikely to win an energy game unless you can continue the pressure. If you can get a 190 to sustain it's turning while chasing you, you can bleed it slow where it is less able to prevent you from gaining position for a firing opportunity. Good turners should turn aggressively to face the 190 at every opportunity though Head-Ons are not recommended except as a last resort. Once a 190's speed is gone it is a far easier target. One final note, if you are going to start using break-turns against a 190D9, don't do them level (ie, don't just turn to the left or right), instead, throw in some vertical component to the turn, or use a little rudder to change your heading slightly. A simply break turn is easily adjusted for in a 190D9 and he's going to take his crossing snap-shot on you if you make it easy for him.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:DoraYak.jpg

2010-05-14T09:17:57Z

Pervert: Dora shoots Yak - Cactus

Dora shoots Yak - Cactus

Fw 190D-9

2010-05-14T09:14:05Z

Pervert: /* Firepower */ Added Cactus Picture

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Fw 190D-9
|image =190D-9h.jpg
|type =Fighter/Attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer = Focke-Wulf
|crew =1
|wingspan = 34'5½"
|length =33'5¼"
|height = 11'0¼"
|internalfuel = 139 Gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===External Links===

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Fw 190D-9
|image =190D9_800x.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|crew = 1
|loadout1-1 = x2 20 mm [[MG_151/20]] 250 RPG
|loadout1-2 = x2 13 mm MG 131 475 RPG
|loadout2-1 =
|loadout2-2 =
|options1 =[[250 kg bomb]]
|options2 =[[500 kg bomb]]
|options3 =300 Litre Drop Tank
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =15
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The 190D9 was an inline powered 190 version, easily distinguishable by the longer nose. The D9 is consistently the most popular 190 version, and for good reason. It offers all the positives of the other 190 versions, includes a solid level of firepower, while adding a lot of speed to make it very competitive against other mid-late war rides. While 190's like the A5, A8 and F8 are a little lacking in speed, the 190D9 certainly is not. I consider the 190D9 as the best non-perk German ride in the game, and typically the stats tell the same tale after each tour, with the D9 ranking very highly. Still, the techniques to extract the maximum out of a 190D9 tend to be more advanced, so it tends to find more success to those with a little more experience.

===Engine Power===
The engine is of course an inline vs. the radials of previous 190's and in some ways it just feels different. The 190D9 has a sea-level speed of 375mph (WEP) / 346mph (no-WEP) which is very respectable. You'll notice though that where most planes get roughly a 10-15mph boost from WEP, the D9 gets 29mph and that's very important because 346mph is nothing special but 375mph certainly is. A good low cruise altitude is about 10K with the D9 turning about 380mph, high altitude cruise (420mph at 22K) tends to be low for many high altitude fighters which typically operate best around 26-28K. 22K really is the ceiling for most D9 operations too as too many other fighters continue to gain performance at altitudes higher than that while I've always felt 190's simply get worse. Getting a 190D9 to 30K or more can actually be a struggle. Acceleration is very brisk at almost any altitude and climb rate is steady at 4,100ft/minute, dropping to 3,600ft/minute at 15K. This makes it one of the consistently fastest climbing aircraft through 15K. WEP time is wonderful, over 9 minutes, as in other 190's (and most LW planes). Use of WEP is more a fuel burning issue and it is rare that you will run out of WEP unless you took too little fuel or have been flying with it constantly engaged. Fuel range is a tiny bit better than other 190's, 32 minutes on full internal plus 18 minute if taking a center drop tank. Again, the drop tank is recommended for climb-out and transit to the fight where it will be dropped to lighten up. The fuel burn order is controversial where people argue the aft tank should be burned before the fwd one, which I tend to agree since it appears to help with balancing of the aircraft for combat. though you will have to switch it manually. I typically will burn the AFT tank down to 25% and then revert to automatic tank selection, leaving me a reserve which I can use to return to base.

===Aces High II Performance Charts===
[[Image:190d9spd.jpg|300px|Fw 190D-9 speed chart]]
[[image:190d9clmb.jpg|300px|Fw 190D-9 climb chart]]

===Firepower===
[[ Image:DoraFP.jpg | right | 250px ]]
Firepower is good with twin Mg 151/20 cannons in the wings and a pair of closely mounted 13mm machineguns in the cowling of the nose. Ammunition is very generous for both cannons and machineguns, similar to other 190's, giving a good combat persistance and the ability get a lot of kills without having to reload. The cannons are really the killers when you land hits although the cowl guns can be quite effective at closer ranges or against easy targets. The cannons are wing mounted, though not terribly far off centerline, but you should still set your convergence on them to a reasonable range. The cowl weapons shoud have the convergence set out to D650, giving the ability to take long range shots, while in not hurting close range opportunities.I tend to use the cowl guns for ranging and to keep planes honest if they try and fly in straight lines outside of what I think I can hit with my cannons. No option exists to increase cannon firepower although typically none is required. Cannon accuracy at longer ranges is not all that great if you are used to flying hispano or planes with .50's, so you may find you want to adjust your firing habits to get a little closer to your target. I find D350 to be a nice distance where I know I can aim my cannons with little difficulty. Outside of that range, your cowl guns have two important advantages, better ballistics, and a close mounting that makes convergence a non-issue, so use those and hope to land hits that may damage or scare an opponent. I do find the lengthened cowl, because of the inline engine, tends to be a bit of an issue when taking shots at targets that cross from under your nose. You may want to roll slightly and look along the side of your aircraft to help anticipate when to pull the trigger on crossing style shots.

===Maneuverability===
Most people mistakenly consider maneuverability as turn-rate, which would have to be described as generally poor in the 190D9. At high speed, it turns pretty well, able to pull the maximum 5-6G's that really limits turn rate anyway, with little trouble. At low speeds, the turn-rate is poor, amongst the worst, so maneuvering to maximize your turn rate is important and flat-turns simply aren't going to get the job done. Maneuvering isn't all about turn rate though, it's about a number of other things, one of which is roll, at which the 190D9 excels. I don't even know if the word excel does the roll rate justice, it literally dominates anything in roll rate at almost every speed. This is not a lie, but a 190 that is missing one whole aileron to damage can still out-roll 90% of the aircraft in the game at any speed. Unfortunately, roll rate is a characteristic best utilized by veterans, while new to intermediate pilots often struggle to extract the maximum gain from rolling. Stall characteristics of the 190D9 are also a little harsh with an abrupt stall and snap-roll, though recovery is usually easy by easing back pressure on the controls. I would ensure that you attempt to fight with the 190D9 while light on fuel, and balanced, as described in the engine section, as this makes it a much more capable aircraft.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
I likely consider the 190D9 the premier BnZ fighter in the game, or at least in the top 3. It's combination of responsive high speed handling, stellar speed, good climb, and compact firepower, give it the right combination of tools to come in fast, line up easily, take a devestating snapshot, and then escape. Fight with the 190D9 almost purely in the vertical, or use slashing style attacks to keep your enemy responding your you and off-balance. The roll rate allows you to change direction exceptionally quickly in the vertical, plus aids in fine tuning your lead on crossing shots. Try and arrive to the fight at medium altitudes, or at least a little higher than most of the enemy contacts, and then start BnZing back and forth, never slowing down or commiting to a turn-fight. If you can time your approaches and get close, your cannons can destroy almost any aircraft in one pass even in the briefest of snapshots. If you do need to follow a turn, use a lag style and maintain your speed and turn-rate. The 190 can never get a good small radius on a turn, but it can give a good turn rate a higher speeds (325mph+).

Defensively, the 190D9 should try and retain speed, making it all but impossible for anything save a handful of the fastest fighters to initiate a chase. You can use the D9 like other 190's in a scissors type defense where it's acceleration and top speed will easily differentiate it from even other 190's. The D9 also has the pure running option as there are few planes who can easily catch you at most low'ish altitudes. Even the vaunted La7 only has a 5mph advantage at sea-level so any chase by one of those is likely to be fairly long. The D9 is second fastest non-perk plane at sea-level with WEP (the duration of which is at least tied with any other aircraft). You should be able to escape from anyone on the deck not in an La7 (the fastest) if you get enough of a jump on the situation and they don't catch you with some initial big speed advantage. Most of the close planes in this sort of drag race (Typhoon, P-51) don't have 9 minutes of WEP either, you are likely to leave them in the dust once their WEP runs out. Just make sure you extend outside of icon range before deciding to turn around and come back into the fight, don't get impatient. The most dangerous opponent to you if you stay fast is the La7, so try and watch for those or take care of them first. If there are no La7's around then you know you have the best deck speed and should be able to dive away and then extend.

I tend to be a big stats junky too, and the 190D9 offers some pretty astounding ones in performance and score. The D9 usually rules all other non-perk planes in K/D ratio in the main arena. The D9 is 4th fastest climber to 15K, behind only 109 versions (G2, G6, and G10). The D9 is second fastest as sea-level, 5th at 5K, 5th at 10K, and 4th at 15K. This just gives you some ideas on how fast it is and how it can be put to good use.

===Fighting against the {{PAGENAME}}===
All 190's are tough targets and the D9 is no exception. The typical defense of the 190 is to use superior roll rate to get your out of phase and then it will dart away while you are still trying to roll to get into the same plane of direction. This makes the 190's frustratingly difficult to follow in many cases. This tends to lead to a lot of overshoots, or situations where you have to break off your attack and reposition, only to have the 190D9 put some distance between you that you may not be able to overcome.

Your basically going to want to find a speed advantage that you can use to get into position for a quick shot. For some reason the D9, and all 190's come to think of it, have a relatively weak engine and any pings to the front quarter seem to knock it out pretty easily. The D9 doesn't have long on a damaged engine either, tending to overheat quickly before it can get back to base. Try and come in fast with a small altitude advantage and then use that to dive in gently to catch up to a D9. 190's tend to flee quickly too, and dive to the deck at high speeds to escape. Often this includes a split-S and several rolls to get you out of phase. If in doubt, level and regain lost altitude and wait for the 190 to stop rolling long enough to get back into phase. Just be careful not to overshoot because a 190D9 can quickly make you pay for an error like that. Almost everything that is nearly as fast, La7, Typhoon, P-51, can all out-turn the 190D9, sustained. You therefore want to saddle up, force him to turn to avoid your shots, and slowly drift into a sustained turn-fight. Once in a fight like that the 190 is likely to try and scissor and build up energy through short sprints, but this is a vulnerable time for him. If you can land hits on his reversals you may may damage him and will at least spook him into being more aggressive in his defense. This can lead to a 190 overcontrolling and stalling, opening the door for you to get in a free shot on a relatively helpless target. One note of caution though, don't over-lead a scissors style defense and get greedy about the shot, this is the first mistake in what usually ends up as an overshoot and reversal of situation (ie, you are in deep trouble).

Defensively, don't plan on running away from a 190D9 since it is unlikely to happen in the long term if he is determined to track you down. The major weakness of the 190 is going to be in sustained turn rate at lower speeds. A spiral climb, if you can maintain a reasonable climb rate and reasonably tight circle, is likely to pull the 190 into a poor rate of turn as speeds decrease. It is unlikely the 190 will continue this turn and will most likely reverse or try and dive away. A 190 that is driven away will come back but at least this gives you the option to extend yourself, or gain more altitude and wait for him to come back. The D9 has such great energy building characteristics that given half a chance it will build energy and quickly match your level, or exceed it, so you are unlikely to win an energy game unless you can continue the pressure. If you can get a 190 to sustain it's turning while chasing you, you can bleed it slow where it is less able to prevent you from gaining position for a firing opportunity. Good turners should turn aggressively to face the 190 at every opportunity though Head-Ons are not recommended except as a last resort. Once a 190's speed is gone it is a far easier target. One final note, if you are going to start using break-turns against a 190D9, don't do them level (ie, don't just turn to the left or right), instead, throw in some vertical component to the turn, or use a little rudder to change your heading slightly. A simply break turn is easily adjusted for in a 190D9 and he's going to take his crossing snap-shot on you if you make it easy for him.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:DoraFP.jpg

2010-05-14T09:07:36Z

Pervert:

Me 262

2010-05-13T21:49:27Z

Pervert: /* Erich Rudorffer */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name = Me 262A-1
|image = Me26213hq9.jpg
|type = Fighter
|variantof =
|country = Germany
|manufacturer = Messerschmitt
|crew = 1
|wingspan = 40'11½" (12.5 m)
|length = 34'9½" (10.58 m)
|height = 12'7" (3.83 m)
|internalfuel = 769 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Erich Rudorffer===
[[Image:Rudorff.JPG | right ]]
'''Major Erich Rudorffer''' (born 1 November 1917) is the 7th most successful fighter pilot in the history of air warfare and the most successful ace still living. Rudorffer claimed a total of 222 victories, fighting in all the major German theaters of war, including the European and Mediterranean Theater of Operations and the Eastern Front. During the war he flew more than 1000 combat missions, was engaged in aerial combat over 300 times, was shot down by flak and enemy fighters 16 times and had to take to his parachute 9 times. His 222 aerial victories include 58 heavily armoured Il-2 Sturmovik ground attack aircraft. He was also responsible for sinking a British submarine.

Rudorffer got his first victory over a Curtiss Hawk 75, on 14 May 1940. He scored eight more times before the capitulation of France. He flew throughout the Battle of Britain, and legend has him being pursued down Croydon High Street below rooftop level by a Hurricane. He achieved his nineteenth victory on 1 May 1941; he was then awarded the Ritterkreuz and appointed Staffelkapitän of 6./JG 2 the following month. By the end of December 1941 he had claimed 40 kills.

In 1942 Rudorffer participated in Operation Cerberus (Channel Dash) and flew over the Allied landings at Dieppe in August 1942. After 45 victories in November 1942 his unit was transferred south to Sicily and later Tunisia. On 9 February 1943 Rudorffer claimed to have defeated 8 British pilots during a 32-minute aerial battle, and collected his first with multiple victories. Again on 15 February he was victorious over 7 allied aircraft. Among his victories over North Africa are 10 Allied bombers.

In July 1943 Hauptmann Rudorffer was appointed to command II./JG 54 on the Eastern Front. He claimed his first victory here on 7 August. Due to the experience gained by fighting the RAF he achieved incredible success. During his first sortie on 24 August 1943, 5 Soviet aircraft were downed in 4 minutes. On 11 October 1943 Erich Rudorffer wrote history when during 17 minutes he claimed 13 kills.

Erich Rudorffer earned his nickname Fighter of Libau on 28 October 1944 near the Latvian city of Libau. While preparing to land he spotted a Soviet task force of about 60 close air support aircraft on its way to attack Libau airfields. He broke off the landing and engaged the enemy without any backup. He drove off the attackers, shooting down nine enemy aircraft within 10 minutes.

In the winter of 1944, Major Rudorffer was trained on the Messerschmitt Me 262 Jet fighter. In February 1945 he was recalled to command I./ JG 7. Between December 1944 and beginning of April 1945 the I./JG 7 operated from the then newly-built Luftwaffe Airbase in Kaltenkirchen north of Hamburg. So he seems to have been Group Commander more or less for the one month of March 1945. Rudorffer claimed 12 victories with the Me 262[Notes 1], to bring his total to 222.

His tally included 136 on the Eastern Front, 26 in North Africa and 60 on the Western Front including 10 heavy bombers.

===External Links===
Historical documents
*[http://trainers.hitechcreations.com/historical/Me_262A-1%20handbook.pdf USAAF prepared Me 262 handbook]
<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Me 262A-1
|image =Me262.jpg
|type =Fighter
|variantof =Me 262
|crew =One
|loadout1-1 =2x [[MK_108|30mm MK 108]], 80 rpg
|loadout1-2 =2x [[MK_108|30mm MK 108]], 100 rpg
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =200
|LWENY =5
|carrier =no
}}
==The Me 262 in Aces High II==
When it comes to aircraft in Aces High, the Me 262 is the king. It is incredibly fast with massive firepower and with a good pilot can be the most dominant aircraft in the game. To regulate use (it would otherwise dominante the entire arena) it is assigned a massive perk cost but that's part of what makes it so special. Rare, powerful, though difficult to master, the Me 262 is possibly the one aircraft that could be considered "untouchable" when flown properly.

===Engine Power===
Engine performance in the Me 262 is vastly different from other prop driven aircraft. The engines give massive potential for speed at all altitudes and you don't need to worry about one altitude being all that different from another. The engines also give very poor response to throttle movements as they require time to spool up/down making quick adjustments to speed impossible. Usually, most Me 262 pilots simply leave the throttles wide open unless they intend to land. Sea-level speed is enormous, roughly 513mph, but the time to accelerate to that speed is lengthy. Cruise speed at best altitude is around 530mph at 19.5K so you notice that there is little actual improvement with large amounts of climb (something like 1 mph/1,000ft of altitude gain). Above 20K your speed is pretty much maintained although your climb rate has deteriorated to almost nothing by 30K. Climb rate in general is not all that good at only 3,300ft/min at low levels and dropping to 2,300ft/min at only 15K. I find that shallow high speed climbs are more effective than steep slow ones and can give you a little better climb numbers. Acceleration is good at low levels but quite poor at higher altitudes. You don't want to have to be worrying about accelerating though, the Me 262 needs to stay fast all the time. Fuel duration is 29 minutes though it is stored in a number of fuel tanks aboard so it is more difficult to monitor. No option for drop tanks exist. In 29 minutes though at 500+ mph you can go quite a distance.



===Firepower===
Four nose mounted 30mm cannons are about the heaviest firepower you can imagine in the game. A single ping against a fighter sized target is most likely enough to kill it. Ammunition load is heavy for that large of a cannon, 80 rounds/gun for one pair and 100 rounds/gun for the other. The effective range for 30mm cannons is relatively short though because of the slow velocity of the rounds and the poor ballistic properties. Most kills are going to come from very short ranges under D250 against a maneuvering target though it is possible to kill larger or unmaneuvering aircraft at slightly longer ranges. I would be sure to test your guns offline and learn their drop rate at various ranges. Snapshots are possible but usually require a pre-judged lead that is slightly more than one normally would use. You should also be aware that each pair of guns has a separate trigger so you can fire only one bank at a time if you desire. Landing lots of hits on anything is not important so firing all 4 guns in unison is not optimal, fire one set until they are dry, then use the other, this will extend your ammunition supply greatly.

===Maneuverability===
Maneuverability is excellent, especially at mid-high speeds, with both roll and elevators have good response. You also have maneuvering flaps available that can be deployed to further improve turn-rate though that comes at the expense of additional drag and loss of speed. A single notch of maneuvering flap can be useful though for short durations where turn-rate is important. The Me 262, by nature of it's insane speed potential, can be quite dangerous though to a pilot. The issue tends to be that it's cruise numbers are so close to extremes that even a short shallow dive can quickly result in a 600+ mph speed. The Me 262 is not capable of supersonic travel and Mach induced buffet and compression can be a serious problem that leads to the loss of a lot of Me 262s in AH. New players enter dives at too high a speed and don't properly control the acceleration only to find that they are out of control. Be very careful when flying at high altitudes and/or high speeds to not crash your Me 262 or structurally disintegrate by excessive G loadings. Low speed maneuvering is ok though that is not what you want to be considering in an Me 262 unless landing. The Me 262 can build up a high sink rate though so be careful about your speed/decent rates while landing.

Flap speeds are 400, 275, 225, 180, and 165 IAS.

===Fighting in the Me 262===
The Me 262 really does require a decent pilot to fly effectively. It's not that it is a difficult aircraft to control as long as you manage your speed properly. The issue is, you need to be good at predicting your enemy and positioning yourself to attack based on that. With closing speeds that often approach 300mph, your window of opportunity to line up and lead the enemy aircraft is incredibly short. Additionally, with the short effective range of the guns you tend to have to get very close where collisions can be difficult to avoid. There is also the whole issue with an icon that reads like a billboard "Drop everything else and come kill me". You have to split your attention very well and maintain high situational awareness, which can be very difficult when you are moving so quickly.

Offensively, use your speed and try to catch people who think they are fast enough to avoid any attack from the rear. Don't fight in a furball as everyone will have heightened situational awareness. With your speed you can instead pick off guys who are separated from the main fight or who are still trying to transit to/from the main combat. Come in low behind them and sneak up, this helps control your closure rate (since you are both headed the same direction) and your large speed potential should allow you to close up any distance to guns range very quickly. You can typically afford to be lower than typical against an opponent in this fashion because your zoom potential at 500+mph is unbelievable and you can easily pop up to attack. High altitudes are not really required, anything medium or lower should do as long as you have your speed built up already. Many Me 262's will fly under 5,000ft, which sounds dangerous, but reality is that it's almost impossible to intercept something that is sustaining better than 500mph at low altitudes. Some aircraft can attempt to dive on you but the actual timing required for them to match your speed and position for a shot is very difficult. Slashing attacks are also commonplace because of the short warning your high speed will give the enemy. It doesn't take long to cover D6.0 and an unattentive enemy may not even notice you before you are in guns range and firing. The knock against this tends to be that slashing attacks are more likely to Head-On situations by accident (if not intentional), something you don't want. Always be sure you don't slow down though as speed is your best weapon. Always assume that every enemy within a sector knows you are in the area as usually there is an instant call of the presence of an Me 262 as soon as one enemy sees one.

Defensively, good situational awareness and speed are your keys to survival. If you are travelling less than 400mph at any time when within dot range of an enemy then you should feel uncomfortable, you should be at top speed if they are in icon range. Your acceleration work needs to be done beforehand though you can typically add speed quickly in a shallow dive. You are very unlikely to be caught from behind as long as your speed is sufficient to out-distance an opponent (which is usually easy). Even aircraft that are good divers and start with a massive dive are unlikely to catch you. The timing required to be successful in such a tactic is very difficult to achieve, but you should always be aware of it. The best tactic is to force the enemy to attempt such a dive, then turn slightly to throw off the angles. Once the enemy has attacked once in this fashion it is highly unlikely he could regain enough energy to have a valid second attempt at you. Very low flying is quite popular as it decreases the icon range at which you are visible and makes determination of closure/angles even more difficult for aircraft who attempt to dive on you.

A couple of final notes. The Me 262 is most vulnerable when slow and historically it was attacked often while landing. The same is true in AH, this is usually the point at which you are most vulnerable. Commonly the Me 262 will pick up quite a pack of enemy aircraft who will be attempting to follow you around and may be waiting for you to start to land. I would always plan to leave enough fuel to ensure you could land at a field that is one layer back from the front. This extra distance will tend to open up a gap where the pursuers will break off or where you can ready some friendly forces to be already up and waiting to help.

I'd also be prepared to spend some time in other arenas flying the Me 262 for a while. It is very different and it takes time to adapt to the speed at which you need to make decisions in it. Even just attacking the predictable offline drones can be difficult to master so your time in the MA can be even worse when people are actually trying to avoid you.

===Fighting against the Me 262===
You need to stay alert and watch for things that appear to be moving very quickly at dot range. The warning you may have of an Me 262 attack can be very short, only a matter of seconds. If at any time you see, or hear of, an Me 262 anywhere in the area then you should remain vigilant even when you are transiting back to base. Me 262's love to catch you when you least expect it and will wait until you let your guard down. Turning into an Me 262 is typically ok as they will attempt to avoid any Head-On opportunities as unfavorable. Break turns, or quick unexpected maneuvers can completely throw an Me 262 off aim. Try to ensure you have enough maneuvering speed to initiate something that could be described as at least "crisp". Crossing shots, hard angles, or large vertical components tend to be very difficult with the Me 262 guns so exploit that. Shallow/Steep dives are not recommended, nor are zoom climbs, as the Me 262 has very high speed potential and can easily catch you in those maneuvers. To be honest though, as long as you are alert and have some maneuvering speed then the danger posed by a Me 262 is probably less than by most other aircraft in the game.

Attacking a Me 262 can be described as difficult, at best. Typically they will not slow down to fight and your potential to catch one is pretty low. The opportunity to shoot down an Me 262 usually presents itself more by chance and luck. You can improve your chances though by attempting to stalk one or predict what his actions may be and lay in wait. The Me 262 is not likely to present a Head-On situation but it can happen if you manage to get your nose points around fast enough, though likely he will simply avoid. The most common method of catching a good Me 262 pilot though is to anticipate his actions and use a high speed dive to match his speed and heading. If you don't match both, at at a reasonable guns range, then you aren't likely going to have any chance to shoot him down. Luckily, a fast Me 262 will generally travel in pretty straight paths so you can anticipate where he will be before he gets there and start your dive early. If you are in a poor diver, or a plane with poor handling over 550mph, then don't even bother attempting to attack as you are even less likely to have sufficient control of your own aircraft in order to aim your guns. When presented with an opportunity though, don't be afraid to shoot and just attempt to land hits. A damaged Me 262 is unlikely to remain in the area and will usually just run for home. The best place to attack an Me 262 is when he is slow though, either on climb-out or landing.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:Rudorff.JPG

2010-05-13T21:47:24Z

Pervert: Erich Rudorffer

Erich Rudorffer

Me 262

2010-05-13T21:46:09Z

Pervert: Added Rudorffer info

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name = Me 262A-1
|image = Me26213hq9.jpg
|type = Fighter
|variantof =
|country = Germany
|manufacturer = Messerschmitt
|crew = 1
|wingspan = 40'11½" (12.5 m)
|length = 34'9½" (10.58 m)
|height = 12'7" (3.83 m)
|internalfuel = 769 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Erich Rudorffer===
'''Major Erich Rudorffer''' (born 1 November 1917) is the 7th most successful fighter pilot in the history of air warfare and the most successful ace still living. Rudorffer claimed a total of 222 victories, fighting in all the major German theaters of war, including the European and Mediterranean Theater of Operations and the Eastern Front. During the war he flew more than 1000 combat missions, was engaged in aerial combat over 300 times, was shot down by flak and enemy fighters 16 times and had to take to his parachute 9 times. His 222 aerial victories include 58 heavily armoured Il-2 Sturmovik ground attack aircraft. He was also responsible for sinking a British submarine.

Rudorffer got his first victory over a Curtiss Hawk 75, on 14 May 1940. He scored eight more times before the capitulation of France. He flew throughout the Battle of Britain, and legend has him being pursued down Croydon High Street below rooftop level by a Hurricane. He achieved his nineteenth victory on 1 May 1941; he was then awarded the Ritterkreuz and appointed Staffelkapitän of 6./JG 2 the following month. By the end of December 1941 he had claimed 40 kills.

In 1942 Rudorffer participated in Operation Cerberus (Channel Dash) and flew over the Allied landings at Dieppe in August 1942. After 45 victories in November 1942 his unit was transferred south to Sicily and later Tunisia. On 9 February 1943 Rudorffer claimed to have defeated 8 British pilots during a 32-minute aerial battle, and collected his first with multiple victories. Again on 15 February he was victorious over 7 allied aircraft. Among his victories over North Africa are 10 Allied bombers.

In July 1943 Hauptmann Rudorffer was appointed to command II./JG 54 on the Eastern Front. He claimed his first victory here on 7 August. Due to the experience gained by fighting the RAF he achieved incredible success. During his first sortie on 24 August 1943, 5 Soviet aircraft were downed in 4 minutes. On 11 October 1943 Erich Rudorffer wrote history when during 17 minutes he claimed 13 kills.

Erich Rudorffer earned his nickname Fighter of Libau on 28 October 1944 near the Latvian city of Libau. While preparing to land he spotted a Soviet task force of about 60 close air support aircraft on its way to attack Libau airfields. He broke off the landing and engaged the enemy without any backup. He drove off the attackers, shooting down nine enemy aircraft within 10 minutes.

In the winter of 1944, Major Rudorffer was trained on the Messerschmitt Me 262 Jet fighter. In February 1945 he was recalled to command I./ JG 7. Between December 1944 and beginning of April 1945 the I./JG 7 operated from the then newly-built Luftwaffe Airbase in Kaltenkirchen north of Hamburg. So he seems to have been Group Commander more or less for the one month of March 1945. Rudorffer claimed 12 victories with the Me 262[Notes 1], to bring his total to 222.

His tally included 136 on the Eastern Front, 26 in North Africa and 60 on the Western Front including 10 heavy bombers.

===External Links===
Historical documents
*[http://trainers.hitechcreations.com/historical/Me_262A-1%20handbook.pdf USAAF prepared Me 262 handbook]
<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Me 262A-1
|image =Me262.jpg
|type =Fighter
|variantof =Me 262
|crew =One
|loadout1-1 =2x [[MK_108|30mm MK 108]], 80 rpg
|loadout1-2 =2x [[MK_108|30mm MK 108]], 100 rpg
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =200
|LWENY =5
|carrier =no
}}
==The Me 262 in Aces High II==
When it comes to aircraft in Aces High, the Me 262 is the king. It is incredibly fast with massive firepower and with a good pilot can be the most dominant aircraft in the game. To regulate use (it would otherwise dominante the entire arena) it is assigned a massive perk cost but that's part of what makes it so special. Rare, powerful, though difficult to master, the Me 262 is possibly the one aircraft that could be considered "untouchable" when flown properly.

===Engine Power===
Engine performance in the Me 262 is vastly different from other prop driven aircraft. The engines give massive potential for speed at all altitudes and you don't need to worry about one altitude being all that different from another. The engines also give very poor response to throttle movements as they require time to spool up/down making quick adjustments to speed impossible. Usually, most Me 262 pilots simply leave the throttles wide open unless they intend to land. Sea-level speed is enormous, roughly 513mph, but the time to accelerate to that speed is lengthy. Cruise speed at best altitude is around 530mph at 19.5K so you notice that there is little actual improvement with large amounts of climb (something like 1 mph/1,000ft of altitude gain). Above 20K your speed is pretty much maintained although your climb rate has deteriorated to almost nothing by 30K. Climb rate in general is not all that good at only 3,300ft/min at low levels and dropping to 2,300ft/min at only 15K. I find that shallow high speed climbs are more effective than steep slow ones and can give you a little better climb numbers. Acceleration is good at low levels but quite poor at higher altitudes. You don't want to have to be worrying about accelerating though, the Me 262 needs to stay fast all the time. Fuel duration is 29 minutes though it is stored in a number of fuel tanks aboard so it is more difficult to monitor. No option for drop tanks exist. In 29 minutes though at 500+ mph you can go quite a distance.



===Firepower===
Four nose mounted 30mm cannons are about the heaviest firepower you can imagine in the game. A single ping against a fighter sized target is most likely enough to kill it. Ammunition load is heavy for that large of a cannon, 80 rounds/gun for one pair and 100 rounds/gun for the other. The effective range for 30mm cannons is relatively short though because of the slow velocity of the rounds and the poor ballistic properties. Most kills are going to come from very short ranges under D250 against a maneuvering target though it is possible to kill larger or unmaneuvering aircraft at slightly longer ranges. I would be sure to test your guns offline and learn their drop rate at various ranges. Snapshots are possible but usually require a pre-judged lead that is slightly more than one normally would use. You should also be aware that each pair of guns has a separate trigger so you can fire only one bank at a time if you desire. Landing lots of hits on anything is not important so firing all 4 guns in unison is not optimal, fire one set until they are dry, then use the other, this will extend your ammunition supply greatly.

===Maneuverability===
Maneuverability is excellent, especially at mid-high speeds, with both roll and elevators have good response. You also have maneuvering flaps available that can be deployed to further improve turn-rate though that comes at the expense of additional drag and loss of speed. A single notch of maneuvering flap can be useful though for short durations where turn-rate is important. The Me 262, by nature of it's insane speed potential, can be quite dangerous though to a pilot. The issue tends to be that it's cruise numbers are so close to extremes that even a short shallow dive can quickly result in a 600+ mph speed. The Me 262 is not capable of supersonic travel and Mach induced buffet and compression can be a serious problem that leads to the loss of a lot of Me 262s in AH. New players enter dives at too high a speed and don't properly control the acceleration only to find that they are out of control. Be very careful when flying at high altitudes and/or high speeds to not crash your Me 262 or structurally disintegrate by excessive G loadings. Low speed maneuvering is ok though that is not what you want to be considering in an Me 262 unless landing. The Me 262 can build up a high sink rate though so be careful about your speed/decent rates while landing.

Flap speeds are 400, 275, 225, 180, and 165 IAS.

===Fighting in the Me 262===
The Me 262 really does require a decent pilot to fly effectively. It's not that it is a difficult aircraft to control as long as you manage your speed properly. The issue is, you need to be good at predicting your enemy and positioning yourself to attack based on that. With closing speeds that often approach 300mph, your window of opportunity to line up and lead the enemy aircraft is incredibly short. Additionally, with the short effective range of the guns you tend to have to get very close where collisions can be difficult to avoid. There is also the whole issue with an icon that reads like a billboard "Drop everything else and come kill me". You have to split your attention very well and maintain high situational awareness, which can be very difficult when you are moving so quickly.

Offensively, use your speed and try to catch people who think they are fast enough to avoid any attack from the rear. Don't fight in a furball as everyone will have heightened situational awareness. With your speed you can instead pick off guys who are separated from the main fight or who are still trying to transit to/from the main combat. Come in low behind them and sneak up, this helps control your closure rate (since you are both headed the same direction) and your large speed potential should allow you to close up any distance to guns range very quickly. You can typically afford to be lower than typical against an opponent in this fashion because your zoom potential at 500+mph is unbelievable and you can easily pop up to attack. High altitudes are not really required, anything medium or lower should do as long as you have your speed built up already. Many Me 262's will fly under 5,000ft, which sounds dangerous, but reality is that it's almost impossible to intercept something that is sustaining better than 500mph at low altitudes. Some aircraft can attempt to dive on you but the actual timing required for them to match your speed and position for a shot is very difficult. Slashing attacks are also commonplace because of the short warning your high speed will give the enemy. It doesn't take long to cover D6.0 and an unattentive enemy may not even notice you before you are in guns range and firing. The knock against this tends to be that slashing attacks are more likely to Head-On situations by accident (if not intentional), something you don't want. Always be sure you don't slow down though as speed is your best weapon. Always assume that every enemy within a sector knows you are in the area as usually there is an instant call of the presence of an Me 262 as soon as one enemy sees one.

Defensively, good situational awareness and speed are your keys to survival. If you are travelling less than 400mph at any time when within dot range of an enemy then you should feel uncomfortable, you should be at top speed if they are in icon range. Your acceleration work needs to be done beforehand though you can typically add speed quickly in a shallow dive. You are very unlikely to be caught from behind as long as your speed is sufficient to out-distance an opponent (which is usually easy). Even aircraft that are good divers and start with a massive dive are unlikely to catch you. The timing required to be successful in such a tactic is very difficult to achieve, but you should always be aware of it. The best tactic is to force the enemy to attempt such a dive, then turn slightly to throw off the angles. Once the enemy has attacked once in this fashion it is highly unlikely he could regain enough energy to have a valid second attempt at you. Very low flying is quite popular as it decreases the icon range at which you are visible and makes determination of closure/angles even more difficult for aircraft who attempt to dive on you.

A couple of final notes. The Me 262 is most vulnerable when slow and historically it was attacked often while landing. The same is true in AH, this is usually the point at which you are most vulnerable. Commonly the Me 262 will pick up quite a pack of enemy aircraft who will be attempting to follow you around and may be waiting for you to start to land. I would always plan to leave enough fuel to ensure you could land at a field that is one layer back from the front. This extra distance will tend to open up a gap where the pursuers will break off or where you can ready some friendly forces to be already up and waiting to help.

I'd also be prepared to spend some time in other arenas flying the Me 262 for a while. It is very different and it takes time to adapt to the speed at which you need to make decisions in it. Even just attacking the predictable offline drones can be difficult to master so your time in the MA can be even worse when people are actually trying to avoid you.

===Fighting against the Me 262===
You need to stay alert and watch for things that appear to be moving very quickly at dot range. The warning you may have of an Me 262 attack can be very short, only a matter of seconds. If at any time you see, or hear of, an Me 262 anywhere in the area then you should remain vigilant even when you are transiting back to base. Me 262's love to catch you when you least expect it and will wait until you let your guard down. Turning into an Me 262 is typically ok as they will attempt to avoid any Head-On opportunities as unfavorable. Break turns, or quick unexpected maneuvers can completely throw an Me 262 off aim. Try to ensure you have enough maneuvering speed to initiate something that could be described as at least "crisp". Crossing shots, hard angles, or large vertical components tend to be very difficult with the Me 262 guns so exploit that. Shallow/Steep dives are not recommended, nor are zoom climbs, as the Me 262 has very high speed potential and can easily catch you in those maneuvers. To be honest though, as long as you are alert and have some maneuvering speed then the danger posed by a Me 262 is probably less than by most other aircraft in the game.

Attacking a Me 262 can be described as difficult, at best. Typically they will not slow down to fight and your potential to catch one is pretty low. The opportunity to shoot down an Me 262 usually presents itself more by chance and luck. You can improve your chances though by attempting to stalk one or predict what his actions may be and lay in wait. The Me 262 is not likely to present a Head-On situation but it can happen if you manage to get your nose points around fast enough, though likely he will simply avoid. The most common method of catching a good Me 262 pilot though is to anticipate his actions and use a high speed dive to match his speed and heading. If you don't match both, at at a reasonable guns range, then you aren't likely going to have any chance to shoot him down. Luckily, a fast Me 262 will generally travel in pretty straight paths so you can anticipate where he will be before he gets there and start your dive early. If you are in a poor diver, or a plane with poor handling over 550mph, then don't even bother attempting to attack as you are even less likely to have sufficient control of your own aircraft in order to aim your guns. When presented with an opportunity though, don't be afraid to shoot and just attempt to land hits. A damaged Me 262 is unlikely to remain in the area and will usually just run for home. The best place to attack an Me 262 is when he is slow though, either on climb-out or landing.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:Kittel.jpg

2010-05-13T19:20:34Z

Pervert: Otto Kittel FW Ace

Otto Kittel FW Ace

Fw 190A-8

2010-05-13T19:20:00Z

Pervert: Added Kittel image

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Fw 190A-8
|image =Fw190a8.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer =Focke-Wulf
|crew =1
|wingspan =34'5½"
|length =Length 29'
|height =Height 13'
|internalfuel =170 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Otto Kittel===
[[Image:Kittel.jpg | right ]]
'''Otto "Bruno" Kittel''' (February 21, 1917 – February 14, 1945) was a highly-decorated World War II German pilot, the fourth highest scoring flying ace of all time, and the highest scoring FW 190 Ace. He fought almost exclusively on the Eastern Front. Sometimes, he was called "the annihilator of sturmoviks"

Kittel was born on February 21 1917 in Kronsdorf (Czech: Korunov[a]) near Krnov in Silesia, Austria-Hungary. His father's name was Eduard Kittel. Fascinated with flight at an early age, he joined the Luftwaffe in 1939 at age 22. After completing his training, he joined the 2nd Staffel of Jagdgeschwader 54 (JG 54) in February 1941 at the rank of Unteroffizier. Kittel, being short and soft spoken, did not fit the normal public image of a fighter ace.

On 31 May 1941, he bailed out of his Bf 109 F-2 because of engine trouble, and he landed at Spikeroog, only lightly injured. Although Kittel shot down an SB-2 and Yak-1 on his first mission, on the opening day of Operation Barbarossa, June 22, 1941, as was the case with many of the other Experten, Kittel got off to a slow start in combat. By the end of 1941, he had 17 victories. On 19 February 1943, Feldwebel Kittel scored his 39th victory, which was also JG 54's 4,000th of the war. JG 54 Geschwaderkommodore Hannes Trautloft congratulated Kittel and said the following: "I have instructed that you're no longer to be assigned as wingman. Instead you're to be sent on 'freie Jagd' on your own whenever there's an opportunity."

After achieving his 47th victory on 15 March 1943, Kittel made an emergency landing 60 kilometres behind Russian lines. After landing on an open icy field, he hid in the woods before setting out for German lines. Inadequately clothed and bitterly cold, he crossed the frozen Lake Ilmen and after 3 days without food, reached German troops. After he returned to his group on 18 March 1943, he was promoted to Oberfeldwebel and received the German Cross in gold.

He received the Knight's Cross of the Iron Cross (Ritterkreuz des Eisernen Kreuzes) on 29 October 1943 upon achieving his 123rd victory. He received the "Oak Leaves" to go with it in April 1944.

From November 1943 through January 1944, he was Instructor of the Ergänzungs-Jagdgruppe Ost, in Biarritz, France. On the 31 December 1943, Kittel started to attack an American bomber formation, but he did not get involved in a prolonged dogfight. In March 1944, Kittel returned to JG 54 on the Russian Front.

He earned his "Swords" (Schwerter) on 25 November 1944[2] after achieving his 239th victory.
Kittel was killed on 14 February 1945 (his 583rd mission), leading a flight over the Courland Pocket, during combat with a low-level formation of Ilyushin Il-2s. He damaged one Il-2 and it flew back over the Russian lines, on fire. Giving chase, Kittel's Fw 190 A-8 "Black 1" was hit by return fire from other Il-2's and burst into flames. Otto Kittel had no chance to take to his parachute. Kittel's Fw 190 tore into the ground with its starboard wing, caught fire, and then exploded.

===External Links===
*[http://www.tailwheel.nl/f/fockewulffw190/index.html English Translation of D.(Luft) T.2190 A-8 Handbook]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Fw 190A-8
|image =190A8_800x.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|crew =One
|loadout1-1 =2x 13mm MG 131, 475 rpg
|loadout1-2 =2x [[MG 151/20|20mm MG 151/20]] 250 rpg
|loadout1-3 =2x [[MG 151/20|20mm MG 151/20]] 140 rpg
|loadout2-1 =2x 13mm MG 131, 475 rpg
|loadout2-2 =2x [[MG 151/20|20mm MG 151/20]] 250 rpg
|loadout2-3 =2x [[MK 108|30mm MK 108]] 55 rpg
|loadout3-1 =2x 13mm MG 131, 475 rpg
|loadout3-2 =2x [[MG 151/20|20mm MG 151/20]] 250 rpg
|options1 =2x 210mm WGr21 rockets
|options2 =1x [[250 kg bomb]]
|options3 =or 1x [[500 kg bomb]]
|options4 =or 1x 300 liter drop
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =31
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The 190A8 is a surprising good plane for many roles, including strafing and attacking ground targets, with good low level acceleration and climb. It is exceptionaly good at strafing as it can mount 4 20mm and 2 13mm (equivelant to a U.S. 0.50 cal), with the 4x 20mm version being equivelant to 14 .50's. The 190A8 is also arguable the toughest of the 190's, packing additional armour over the A5, and it seems to be able to take a bit more damage and still remain flyable. During WWII A8 models properly modified for that role were also succesfully used as bomber destroyers, though I almost never see if used in that fashion in AH. It struggles to get into position for such an attack at most altitudes that bombers in AH operate.

Unfortunately, the 190A8 is a rare aircraft for the most part, but quite honestly a fairly good one if used to it's strengths. The 190A8 was the original 190 variant in the game and for quite some time the only variant. It was, even in those days, played the role of multi-purpose attacker with a secondary anti-air capability, even while it was a great fighter on it's own. I know I've flown it often, even recently, and it is still a fine airplane, if not a little out-classed by some of the super-performance planes that are most popular in the main arena these days. The A8, in real life, was a very succesful fighter treated with respect by allied fighter and bomber pilots alike. The uparmoured submodels for dealing heavy firepower to bombers were extremely effective if allowed to do their attack passes; still they suffered from the extra weight which made it a easier target for enemy fighters.
The 190A8 does share the same icon as other 190 versions ,so until up close it can be difficult to spot which 190 you are dealing with. The 190's all look similar too in paint-job, so it can be difficult to know which you are facing until after a couple of merges.

===Engine Power===
The 190A8 has decent low level performance, turning in a 349mph (WEP)/ 327mph (no-WEP) speed at sea-level, faster than a A5 by 10mph. Climb rate is about 3,500ft/minute at sea-level though this decreases to 3,000ft/minute at 5K. Not using WEP to climb is going to cost you up to 1,000ft/minute so it is pretty essential considering that the numbers aren't all that spectacular. Adding altitude doesn't give the performance gains as in the A5 until you get quite high, 350mph cruise (357mph with WEP) at 5K is about as good as it gets until you push through 11K. Top speed is at 20K and 375mph (no WEP), 400mph with WEP at 19K. That leaves you with slightly better performance when either very low, or quite high. WEP is very important and you have the advantage of over 9 minutes of WEP use between cooling cycles, double that of a lot of planes in AH. Fuel range is a bit better than in the A5, 31 minutes on internal and the option for a centerline drop tank that adds 14 minutes. Because of your high predicted WEP use you can burn fuel quickly and should likely take a little more than you might in other aircraft. The only problem is, you want to try and keep your fuel load as low as possible since the A8 is so heavy that a full fuel load makes it quite sluggish. Again, as in other 190's, the automatic fuel burning order is incorrect by what most people feel. The aux tank should be burned the first, to be followed by the aft tank and the fwd tank the latest to better position the center of gravity. I tend to leave an 1/8 of a tank of fuel in the aft, then go back to automatic fuel switching. This leaves me with a small reserve incase I run a little short.

===Aces High II Performance Charts===
[[Image:190a8spd.jpg|300px|Fw 190A-8 speed chart]]
[[image:190a8clmb.jpg|300px|Fw 190A-8 climb chart]]

===Firepower===
Firepower is VERY impressive and quite a step up from the A5, being second only to the Bf110G-2, and maybe the Hurricane IID for fighters. Standard weapons include four 20mm Mg151/20s in the wings plus a pair of Mg131 13mm machineguns in the cowling. The upgraded cowl guns make decent weapons, especially compared to the 7.9mm in the A5, but are still best reserved for a good secondline weapon. 250 rounds of ammunition are provided for each inner cannon, 140 rounds for each outter cannon, and 475 rounds for each 13mm gun, both very heavy loads when compared to other aircraft. Upgrades abound to give flexibility to the plane. The two outter Mg151/20mm can be deleted to lighten the plane, or optionally a pair of even larger MK108 30mm cannons with 55 rounds/gun can be mounted instead of the standard 20mm at a cost of a slight increase of weight and decreaced accuracy for those guns. The last option is a pretty dramatic increase on something that could not really be considered lacking in the first place. This is what makes the A8 such a good strafer though, lots of heavy firepower with tonnes of ammunition. External options include a center-mounted bomb up to 500kg and/or 2 wing mounted air-to-air rockets. The bomb is not typically carried because a fuel drop tank is more useful, and the air-to-air rockets are not terribly against aircraft but seem effective against ground structures becasue they seem to have impact fuzes. In the 190A8 you always have a decision to make when you leave the hanger, do you go light with only 2 cannons, medium with 4 20mm, or heavy with the pair of 20mm and pair of 30mm. It will really depend on what you are intending to do but I usually find myself with the medium loadout to give me flexibility.
Other players go for the 30mm loadout while a few decide to load 2x20mm only. Find out what suits you. Still, the Fw190A8 lives out of pure firepower and snapshots, and there you want to have the highest firepower you can bear. If you fly it to it's strenghts the extra weight of the 4x20mm configuration doesn't really hurt you. The 30mm configuration guarantees 1-shot-kills, but the ballistics of the cannon aren't the best around and you might find yourself struggling to hit with them until you adjust to their poor ballistics, and even then, you can't be as accurate as you can with better ballistics.

===Maneuverability===
Maneuverability is a mixture of pleasure and pain. As a turner, the 190A8 feels heavy at low speeds, being on the verge of bad stalls if you handle it without care, and is one of the few planes that really can bottom out in a turn at high speeds. The stall behaviour is rather abrupt if pushed too hard though typically stalls are easily recoverable. Consider that the 190A8 weighs in a 9,700 points on a relatively small 34 1/2ft wingspan. This creates a pretty high wing-loading even in a light configuration, while adding the likes of drop tanks, rockets, full internal fuel, and the big gun package can make the 190 even more overweight. You will be able to feel it too, the 190A8 shows it's weight between heavy and light configurations. Always try to take only the fuel you need, and don't automatically put heavy extras onto the aircraft unless you know what you are doing. Trying to stop your decent on low level BnZ runs can leave the 190A8 to pancake on the ground with your nose actually pointed slightly skyward but your wings unable to slow your decent quickly enough. The roll rate is outstanding, even with the outer wing cannons in place, like all 190s. Experienced pilots can really make use of the roll rate, both offensively and defensively, to more than compensate for some slow speed turn-rate problems. Even with one aileron missing though the 190 can easily out-roll almost anything at any speed.
One of the most forgotten advantages of the Fw190A8, and by extension of the whole Fw190 line, is their sharp and fast turn at high speeds. A fast Fw190 is in it's natural element, is very nimble, handles superbly and can even raise eyebrows of incredulity between it's enemies with some maneouvers and fast reversals. The plane loses a lot of energy in high-G turns, however, so a careless maneouvering Fw190 will burn all its speed very fast if he stays in close fighting; something very bad for him because at slow speeds the Fw190 is very hard to control and keep in a close fight.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
Offensively, you want to make sure you are properly selecting targets and capitalizing your your firepower and roll rate. Plan to arrive to the fight from a good position and attempt to balance out the aircraft by burning the AUX and AFT fuel tank first (not before a drop tank though). The A8 is really almost the ultimate BnZ'r though, bringing wonderful high speed handling and heavy firepower, while being able to generally accept a scratch or two from a lucky return shot. The roll rate will help you reverse quickly, especially in the vertical, while the acceleration and climb at lower altitudes is still pretty good. I tend not to think of the A8 is the best 190 variant for air-to-air work, at least not where you expect to meet enemies with equal or superior energy. That said, if you have a little advantage, or the situation is fluid enough that you can control your fight, you can quickly administer good firepower and easily knock down fighters. Often, the A8 gets used as a jabo fighter with some better air-to-air properties, coming in at low-mid altitudes, strafing structures or vehicles. For these types of attacks, the 30mm cannons can offer a little more hitting power though a shorter duration. Against unarmoured vehicles the A8 is devestating with a single 30mm hit likely to provide a fatal blow. Against heavy armour, like the Panzer or Ostwind, the 20mm and 30mm are mostly ineffective and it is not typically wise to press these situations since you may expend your whole ammunition load and see few results. Head-On attacks are not a terrible idea if presented, though you should always remember what firepower you are packing and what the enemy potentially has. The A8 tends to be a little tougher than average and usually packs more than enough firepower to ensure at least mutual destruction. Remember that you also have a very large ammo load onboard, take snapshots, deflection, and even some of longer range than normal with a German fighter, simply because you can afford to spray your cannons and bit hoping for a couple of lucky hits. Don't be too worried about vertical climbs either, the 190 will flip back around nicely at the top of a zoom, making it perfect for launching a quick second attack.

Defensively, the A8 doesn't want to get stuck in a bad situation because it has a limited bag of tricks to employ if it gets too slow. Too many aircraft will accelerate almost as well, or faster, others will own the turn-fight, while still more are going to hold a sometimes very large top speed advantage. Adding to that a situation where most people in A8's meet the enemy early in the sortie, while they are still very heavy with fuel and ammunition, and you have a recipe for issue of a parachute. Try to avoid poor situations, or always keep open some sort of escape route. The 190A8 is by no means helpless, but sometimes even if you avoid one good attack, the 190A8 doesn't have the ability to break away before a second one arrives. Cruising at low-mid altitudes or higher, saving WEP for combat, and trying to stay in places where there are at least as many friendly aircraft as enemy within icon range is a good place to start. Also, always try and recover your altitude after an attack since it will give you far more options than accepting you've lost your altitude and trying to always run away low. The roll-rate, especially at high speds, can be a life-saver, allowing you to quickly roll to get the enemy out of phase, followed by a course change and high speed sprint. This can sometimes lead to overshoots by enemies, which you can exploit and sometimes knock the enemy down, lure him into a rolling scissor fight where your rollrate prevails, or at least it should allow you to break contact, at least briefly, to plan your next course of action. Remember that roll speed and roll inertia are whole different things: when you roll, it's not just your roll speed, but also the time you take to start the roll or reversing it's direction that is useful. The whole idea of out-rolling is to get your lift vector as far away from the enemy as possible, and then execute a turn so he can't follow you, causing an overshoot, or allowing you to maneuver away. This is not a purely offensive maneuver (even while the Fw is excellent when executing vector rolls), it can be also an attempt to turn something that is purely defensive, into a lucky case of brief offense or, if the bandit commits a mistake, turning a defensive situation into a completely offensive one.

Used properly the 190A8 though can be a very good plane, but it requires technique, patience, self-control and understanding. It's exceptional when flown to it's strenghts, but rarely forgives if the pilot commits a mistake. It's not a plane that gives you second chances if you blow it.

===Fighting against the {{PAGENAME}}===
The 190A8 should be the easiest 190 version to beat, but is not always that way. It is tied as a brick in AH's fighter planeset and doesn't have a reputation as uberplane, so few people fly this plane and those who do quite some times are dedicated Fw190 pilots who know well how to fly this version. If you meet one of those be ready for a good fight.
However there are also the occasional pilots who don't really know the plane and tend to grossly overload it with every option available in the hanger. Packing huge guns, full fuel, drop tanks, etc. make the A8 almost wallow. An overloaded 190A8 can be difficult to control, offensively and defensively. One of the keys will be to try and identify the 190A8 as soon as possible, though this can be quite difficult. The A8 tends to lack almost all markings except yellow rear band. And this can be immpossible if you have skins enabled, as I've seen A5 pilots use skins simmilar to those of the A8 trying to lure people into traps. if you can identify the A8 then you can use tactics more suited to that plane. If you can't identify it as an A8 you need to defend against maneuverability as if it were an A5 and against firepower as if it were an A8.

Offensively, you want the A8 to slow down and try and turn-fight, an area where it is one of the worst aircraft in AH. If the A8 will give you a slow speed turn-fight you should be able to easily beat him if he doesn't realize how quickly he is losing and try to run. Be ware of a slowing down Fw190, however, he might be trying to suck you into a rolling scissors where the plane excels.
Try to land hits on him from any angle you can. The A8 is fairly tough so your likelihood of getting a instant snapshot kill are few. The 190A8 is likely to try and go for the overshoot almost immediately or try and dive away in a split-S, rolling to get you out of phase so you can't chase. By out of phase I mean that his wing orientation is different than yours, possibly by as much as 180 degrees, so that you cannot follow a maneuver because you plane is still attempting to roll wings level with him. Sometimes this manifests itself in the 190 as a warp-roll, where the 190 rolls so quickly that the internet cannot keep up and the plane seems to flip and flop on the users screen. Be careful and don't get too close, watch for a possible overshoot and defend against that since the last thing you want to do is slip in close in front of a 190A8. Catching a BnZ'ng A8 while near the top of his climb is good since he will slow and the least maneuverable. The 190 is likely to spray 20mm rounds at almost anything he can get his nose near so you want to ensure he can't hit you with a lucky shot. Never Head-On a 190A8, it's at best going to result in a tie since you've signed your own death warrant.

Defensively, the 190A8 is neither a great turner or great speed demon, so decide what you are best at and defend using that approach. Try and get into a slow speed turn-fight or a nose high vertical spiral if you have a superior climb and/or turn-rate, but be wary as the plane turns really fast over 270mph IAS. The 190A8 has a tendency to stall abruptly on one wing if pulled too hard, which will cause a recovery and give you time to gain angles. You don't want to remain infront of one at any range inside D850 as the 190A8 is likely to fire at anything and can try and spray your down at long ranges with lethal cannon fire. Always pull enough turn to ensure that he can't pull lead on easily. Rolling reversals are likely not to be very successful since the 190 has enough excess roll-rate to compensate for the delay in initiating a roll with you. If slow and low, try to loop near the ground, the A8 is very heavy and bottoms out badly in loops, you may cause him to auger or lose control trying to avoid the ground. A8's in general have real troubles dealing with high sink rates so it makes looping more difficult. Don't try and dive away from one as the A8 can dive like a comet and roll around easily at all but the most ludicrous of speeds to keep you in the gunsight. Only dive if you know you can keep enough distance on him to avoid the guns, and if you know that when you level out you can slip away with higher speed.

On average though, the 190A8 is not usually piloted in a very skilled manner and tends to present itself to far too dangerous a situation. While you need to respect the firepower and roll rate, these tend to be predictable and you can avoid the problems they can create fairly easily. However dedicated Fw pilots make this machine really shine. Never take anything granted when you see this plane with a red tag. It doesn't have a great reputation as a fighter, but it can do amazing things if well flown.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Fw 190A-8

2010-05-13T19:16:35Z

Pervert: Added Fw Ace Otto Kittel

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Fw 190A-8
|image =Fw190a8.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|country =Germany
|manufacturer =Focke-Wulf
|crew =1
|wingspan =34'5½"
|length =Length 29'
|height =Height 13'
|internalfuel =170 gallons
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Otto Kittel===
Otto "Bruno" Kittel (February 21, 1917 – February 14, 1945) was a highly-decorated World War II German pilot, the fourth highest scoring flying ace of all time, and the highest scoring FW 190 Ace. He fought almost exclusively on the Eastern Front. Sometimes, he was called "the annihilator of sturmoviks"

Kittel was born on February 21 1917 in Kronsdorf (Czech: Korunov[a]) near Krnov in Silesia, Austria-Hungary. His father's name was Eduard Kittel. Fascinated with flight at an early age, he joined the Luftwaffe in 1939 at age 22. After completing his training, he joined the 2nd Staffel of Jagdgeschwader 54 (JG 54) in February 1941 at the rank of Unteroffizier. Kittel, being short and soft spoken, did not fit the normal public image of a fighter ace.

On 31 May 1941, he bailed out of his Bf 109 F-2 because of engine trouble, and he landed at Spikeroog, only lightly injured. Although Kittel shot down an SB-2 and Yak-1 on his first mission, on the opening day of Operation Barbarossa, June 22, 1941, as was the case with many of the other Experten, Kittel got off to a slow start in combat. By the end of 1941, he had 17 victories. On 19 February 1943, Feldwebel Kittel scored his 39th victory, which was also JG 54's 4,000th of the war. JG 54 Geschwaderkommodore Hannes Trautloft congratulated Kittel and said the following: "I have instructed that you're no longer to be assigned as wingman. Instead you're to be sent on 'freie Jagd' on your own whenever there's an opportunity."

After achieving his 47th victory on 15 March 1943, Kittel made an emergency landing 60 kilometres behind Russian lines. After landing on an open icy field, he hid in the woods before setting out for German lines. Inadequately clothed and bitterly cold, he crossed the frozen Lake Ilmen and after 3 days without food, reached German troops. After he returned to his group on 18 March 1943, he was promoted to Oberfeldwebel and received the German Cross in gold.

He received the Knight's Cross of the Iron Cross (Ritterkreuz des Eisernen Kreuzes) on 29 October 1943 upon achieving his 123rd victory. He received the "Oak Leaves" to go with it in April 1944.

From November 1943 through January 1944, he was Instructor of the Ergänzungs-Jagdgruppe Ost, in Biarritz, France. On the 31 December 1943, Kittel started to attack an American bomber formation, but he did not get involved in a prolonged dogfight. In March 1944, Kittel returned to JG 54 on the Russian Front.

He earned his "Swords" (Schwerter) on 25 November 1944[2] after achieving his 239th victory.
Kittel was killed on 14 February 1945 (his 583rd mission), leading a flight over the Courland Pocket, during combat with a low-level formation of Ilyushin Il-2s. He damaged one Il-2 and it flew back over the Russian lines, on fire. Giving chase, Kittel's Fw 190 A-8 "Black 1" was hit by return fire from other Il-2's and burst into flames. Otto Kittel had no chance to take to his parachute. Kittel's Fw 190 tore into the ground with its starboard wing, caught fire, and then exploded.

===External Links===
*[http://www.tailwheel.nl/f/fockewulffw190/index.html English Translation of D.(Luft) T.2190 A-8 Handbook]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Fw 190A-8
|image =190A8_800x.jpg
|type =Fighter/attacker
|variantof =[[Fw 190]]
|crew =One
|loadout1-1 =2x 13mm MG 131, 475 rpg
|loadout1-2 =2x [[MG 151/20|20mm MG 151/20]] 250 rpg
|loadout1-3 =2x [[MG 151/20|20mm MG 151/20]] 140 rpg
|loadout2-1 =2x 13mm MG 131, 475 rpg
|loadout2-2 =2x [[MG 151/20|20mm MG 151/20]] 250 rpg
|loadout2-3 =2x [[MK 108|30mm MK 108]] 55 rpg
|loadout3-1 =2x 13mm MG 131, 475 rpg
|loadout3-2 =2x [[MG 151/20|20mm MG 151/20]] 250 rpg
|options1 =2x 210mm WGr21 rockets
|options2 =1x [[250 kg bomb]]
|options3 =or 1x [[500 kg bomb]]
|options4 =or 1x 300 liter drop
|options5 =
|options6 =
|options7 =
|earliestMA =LW
|perkcost =0
|LWENY =31
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==
The 190A8 is a surprising good plane for many roles, including strafing and attacking ground targets, with good low level acceleration and climb. It is exceptionaly good at strafing as it can mount 4 20mm and 2 13mm (equivelant to a U.S. 0.50 cal), with the 4x 20mm version being equivelant to 14 .50's. The 190A8 is also arguable the toughest of the 190's, packing additional armour over the A5, and it seems to be able to take a bit more damage and still remain flyable. During WWII A8 models properly modified for that role were also succesfully used as bomber destroyers, though I almost never see if used in that fashion in AH. It struggles to get into position for such an attack at most altitudes that bombers in AH operate.

Unfortunately, the 190A8 is a rare aircraft for the most part, but quite honestly a fairly good one if used to it's strengths. The 190A8 was the original 190 variant in the game and for quite some time the only variant. It was, even in those days, played the role of multi-purpose attacker with a secondary anti-air capability, even while it was a great fighter on it's own. I know I've flown it often, even recently, and it is still a fine airplane, if not a little out-classed by some of the super-performance planes that are most popular in the main arena these days. The A8, in real life, was a very succesful fighter treated with respect by allied fighter and bomber pilots alike. The uparmoured submodels for dealing heavy firepower to bombers were extremely effective if allowed to do their attack passes; still they suffered from the extra weight which made it a easier target for enemy fighters.
The 190A8 does share the same icon as other 190 versions ,so until up close it can be difficult to spot which 190 you are dealing with. The 190's all look similar too in paint-job, so it can be difficult to know which you are facing until after a couple of merges.

===Engine Power===
The 190A8 has decent low level performance, turning in a 349mph (WEP)/ 327mph (no-WEP) speed at sea-level, faster than a A5 by 10mph. Climb rate is about 3,500ft/minute at sea-level though this decreases to 3,000ft/minute at 5K. Not using WEP to climb is going to cost you up to 1,000ft/minute so it is pretty essential considering that the numbers aren't all that spectacular. Adding altitude doesn't give the performance gains as in the A5 until you get quite high, 350mph cruise (357mph with WEP) at 5K is about as good as it gets until you push through 11K. Top speed is at 20K and 375mph (no WEP), 400mph with WEP at 19K. That leaves you with slightly better performance when either very low, or quite high. WEP is very important and you have the advantage of over 9 minutes of WEP use between cooling cycles, double that of a lot of planes in AH. Fuel range is a bit better than in the A5, 31 minutes on internal and the option for a centerline drop tank that adds 14 minutes. Because of your high predicted WEP use you can burn fuel quickly and should likely take a little more than you might in other aircraft. The only problem is, you want to try and keep your fuel load as low as possible since the A8 is so heavy that a full fuel load makes it quite sluggish. Again, as in other 190's, the automatic fuel burning order is incorrect by what most people feel. The aux tank should be burned the first, to be followed by the aft tank and the fwd tank the latest to better position the center of gravity. I tend to leave an 1/8 of a tank of fuel in the aft, then go back to automatic fuel switching. This leaves me with a small reserve incase I run a little short.

===Aces High II Performance Charts===
[[Image:190a8spd.jpg|300px|Fw 190A-8 speed chart]]
[[image:190a8clmb.jpg|300px|Fw 190A-8 climb chart]]

===Firepower===
Firepower is VERY impressive and quite a step up from the A5, being second only to the Bf110G-2, and maybe the Hurricane IID for fighters. Standard weapons include four 20mm Mg151/20s in the wings plus a pair of Mg131 13mm machineguns in the cowling. The upgraded cowl guns make decent weapons, especially compared to the 7.9mm in the A5, but are still best reserved for a good secondline weapon. 250 rounds of ammunition are provided for each inner cannon, 140 rounds for each outter cannon, and 475 rounds for each 13mm gun, both very heavy loads when compared to other aircraft. Upgrades abound to give flexibility to the plane. The two outter Mg151/20mm can be deleted to lighten the plane, or optionally a pair of even larger MK108 30mm cannons with 55 rounds/gun can be mounted instead of the standard 20mm at a cost of a slight increase of weight and decreaced accuracy for those guns. The last option is a pretty dramatic increase on something that could not really be considered lacking in the first place. This is what makes the A8 such a good strafer though, lots of heavy firepower with tonnes of ammunition. External options include a center-mounted bomb up to 500kg and/or 2 wing mounted air-to-air rockets. The bomb is not typically carried because a fuel drop tank is more useful, and the air-to-air rockets are not terribly against aircraft but seem effective against ground structures becasue they seem to have impact fuzes. In the 190A8 you always have a decision to make when you leave the hanger, do you go light with only 2 cannons, medium with 4 20mm, or heavy with the pair of 20mm and pair of 30mm. It will really depend on what you are intending to do but I usually find myself with the medium loadout to give me flexibility.
Other players go for the 30mm loadout while a few decide to load 2x20mm only. Find out what suits you. Still, the Fw190A8 lives out of pure firepower and snapshots, and there you want to have the highest firepower you can bear. If you fly it to it's strenghts the extra weight of the 4x20mm configuration doesn't really hurt you. The 30mm configuration guarantees 1-shot-kills, but the ballistics of the cannon aren't the best around and you might find yourself struggling to hit with them until you adjust to their poor ballistics, and even then, you can't be as accurate as you can with better ballistics.

===Maneuverability===
Maneuverability is a mixture of pleasure and pain. As a turner, the 190A8 feels heavy at low speeds, being on the verge of bad stalls if you handle it without care, and is one of the few planes that really can bottom out in a turn at high speeds. The stall behaviour is rather abrupt if pushed too hard though typically stalls are easily recoverable. Consider that the 190A8 weighs in a 9,700 points on a relatively small 34 1/2ft wingspan. This creates a pretty high wing-loading even in a light configuration, while adding the likes of drop tanks, rockets, full internal fuel, and the big gun package can make the 190 even more overweight. You will be able to feel it too, the 190A8 shows it's weight between heavy and light configurations. Always try to take only the fuel you need, and don't automatically put heavy extras onto the aircraft unless you know what you are doing. Trying to stop your decent on low level BnZ runs can leave the 190A8 to pancake on the ground with your nose actually pointed slightly skyward but your wings unable to slow your decent quickly enough. The roll rate is outstanding, even with the outer wing cannons in place, like all 190s. Experienced pilots can really make use of the roll rate, both offensively and defensively, to more than compensate for some slow speed turn-rate problems. Even with one aileron missing though the 190 can easily out-roll almost anything at any speed.
One of the most forgotten advantages of the Fw190A8, and by extension of the whole Fw190 line, is their sharp and fast turn at high speeds. A fast Fw190 is in it's natural element, is very nimble, handles superbly and can even raise eyebrows of incredulity between it's enemies with some maneouvers and fast reversals. The plane loses a lot of energy in high-G turns, however, so a careless maneouvering Fw190 will burn all its speed very fast if he stays in close fighting; something very bad for him because at slow speeds the Fw190 is very hard to control and keep in a close fight.

Flap speeds are 180, 160, and 140 IAS, with the last notch of flap being a whole half of the flaps' range.

===Fighting in the {{PAGENAME}}===
Offensively, you want to make sure you are properly selecting targets and capitalizing your your firepower and roll rate. Plan to arrive to the fight from a good position and attempt to balance out the aircraft by burning the AUX and AFT fuel tank first (not before a drop tank though). The A8 is really almost the ultimate BnZ'r though, bringing wonderful high speed handling and heavy firepower, while being able to generally accept a scratch or two from a lucky return shot. The roll rate will help you reverse quickly, especially in the vertical, while the acceleration and climb at lower altitudes is still pretty good. I tend not to think of the A8 is the best 190 variant for air-to-air work, at least not where you expect to meet enemies with equal or superior energy. That said, if you have a little advantage, or the situation is fluid enough that you can control your fight, you can quickly administer good firepower and easily knock down fighters. Often, the A8 gets used as a jabo fighter with some better air-to-air properties, coming in at low-mid altitudes, strafing structures or vehicles. For these types of attacks, the 30mm cannons can offer a little more hitting power though a shorter duration. Against unarmoured vehicles the A8 is devestating with a single 30mm hit likely to provide a fatal blow. Against heavy armour, like the Panzer or Ostwind, the 20mm and 30mm are mostly ineffective and it is not typically wise to press these situations since you may expend your whole ammunition load and see few results. Head-On attacks are not a terrible idea if presented, though you should always remember what firepower you are packing and what the enemy potentially has. The A8 tends to be a little tougher than average and usually packs more than enough firepower to ensure at least mutual destruction. Remember that you also have a very large ammo load onboard, take snapshots, deflection, and even some of longer range than normal with a German fighter, simply because you can afford to spray your cannons and bit hoping for a couple of lucky hits. Don't be too worried about vertical climbs either, the 190 will flip back around nicely at the top of a zoom, making it perfect for launching a quick second attack.

Defensively, the A8 doesn't want to get stuck in a bad situation because it has a limited bag of tricks to employ if it gets too slow. Too many aircraft will accelerate almost as well, or faster, others will own the turn-fight, while still more are going to hold a sometimes very large top speed advantage. Adding to that a situation where most people in A8's meet the enemy early in the sortie, while they are still very heavy with fuel and ammunition, and you have a recipe for issue of a parachute. Try to avoid poor situations, or always keep open some sort of escape route. The 190A8 is by no means helpless, but sometimes even if you avoid one good attack, the 190A8 doesn't have the ability to break away before a second one arrives. Cruising at low-mid altitudes or higher, saving WEP for combat, and trying to stay in places where there are at least as many friendly aircraft as enemy within icon range is a good place to start. Also, always try and recover your altitude after an attack since it will give you far more options than accepting you've lost your altitude and trying to always run away low. The roll-rate, especially at high speds, can be a life-saver, allowing you to quickly roll to get the enemy out of phase, followed by a course change and high speed sprint. This can sometimes lead to overshoots by enemies, which you can exploit and sometimes knock the enemy down, lure him into a rolling scissor fight where your rollrate prevails, or at least it should allow you to break contact, at least briefly, to plan your next course of action. Remember that roll speed and roll inertia are whole different things: when you roll, it's not just your roll speed, but also the time you take to start the roll or reversing it's direction that is useful. The whole idea of out-rolling is to get your lift vector as far away from the enemy as possible, and then execute a turn so he can't follow you, causing an overshoot, or allowing you to maneuver away. This is not a purely offensive maneuver (even while the Fw is excellent when executing vector rolls), it can be also an attempt to turn something that is purely defensive, into a lucky case of brief offense or, if the bandit commits a mistake, turning a defensive situation into a completely offensive one.

Used properly the 190A8 though can be a very good plane, but it requires technique, patience, self-control and understanding. It's exceptional when flown to it's strenghts, but rarely forgives if the pilot commits a mistake. It's not a plane that gives you second chances if you blow it.

===Fighting against the {{PAGENAME}}===
The 190A8 should be the easiest 190 version to beat, but is not always that way. It is tied as a brick in AH's fighter planeset and doesn't have a reputation as uberplane, so few people fly this plane and those who do quite some times are dedicated Fw190 pilots who know well how to fly this version. If you meet one of those be ready for a good fight.
However there are also the occasional pilots who don't really know the plane and tend to grossly overload it with every option available in the hanger. Packing huge guns, full fuel, drop tanks, etc. make the A8 almost wallow. An overloaded 190A8 can be difficult to control, offensively and defensively. One of the keys will be to try and identify the 190A8 as soon as possible, though this can be quite difficult. The A8 tends to lack almost all markings except yellow rear band. And this can be immpossible if you have skins enabled, as I've seen A5 pilots use skins simmilar to those of the A8 trying to lure people into traps. if you can identify the A8 then you can use tactics more suited to that plane. If you can't identify it as an A8 you need to defend against maneuverability as if it were an A5 and against firepower as if it were an A8.

Offensively, you want the A8 to slow down and try and turn-fight, an area where it is one of the worst aircraft in AH. If the A8 will give you a slow speed turn-fight you should be able to easily beat him if he doesn't realize how quickly he is losing and try to run. Be ware of a slowing down Fw190, however, he might be trying to suck you into a rolling scissors where the plane excels.
Try to land hits on him from any angle you can. The A8 is fairly tough so your likelihood of getting a instant snapshot kill are few. The 190A8 is likely to try and go for the overshoot almost immediately or try and dive away in a split-S, rolling to get you out of phase so you can't chase. By out of phase I mean that his wing orientation is different than yours, possibly by as much as 180 degrees, so that you cannot follow a maneuver because you plane is still attempting to roll wings level with him. Sometimes this manifests itself in the 190 as a warp-roll, where the 190 rolls so quickly that the internet cannot keep up and the plane seems to flip and flop on the users screen. Be careful and don't get too close, watch for a possible overshoot and defend against that since the last thing you want to do is slip in close in front of a 190A8. Catching a BnZ'ng A8 while near the top of his climb is good since he will slow and the least maneuverable. The 190 is likely to spray 20mm rounds at almost anything he can get his nose near so you want to ensure he can't hit you with a lucky shot. Never Head-On a 190A8, it's at best going to result in a tie since you've signed your own death warrant.

Defensively, the 190A8 is neither a great turner or great speed demon, so decide what you are best at and defend using that approach. Try and get into a slow speed turn-fight or a nose high vertical spiral if you have a superior climb and/or turn-rate, but be wary as the plane turns really fast over 270mph IAS. The 190A8 has a tendency to stall abruptly on one wing if pulled too hard, which will cause a recovery and give you time to gain angles. You don't want to remain infront of one at any range inside D850 as the 190A8 is likely to fire at anything and can try and spray your down at long ranges with lethal cannon fire. Always pull enough turn to ensure that he can't pull lead on easily. Rolling reversals are likely not to be very successful since the 190 has enough excess roll-rate to compensate for the delay in initiating a roll with you. If slow and low, try to loop near the ground, the A8 is very heavy and bottoms out badly in loops, you may cause him to auger or lose control trying to avoid the ground. A8's in general have real troubles dealing with high sink rates so it makes looping more difficult. Don't try and dive away from one as the A8 can dive like a comet and roll around easily at all but the most ludicrous of speeds to keep you in the gunsight. Only dive if you know you can keep enough distance on him to avoid the guns, and if you know that when you level out you can slip away with higher speed.

On average though, the 190A8 is not usually piloted in a very skilled manner and tends to present itself to far too dangerous a situation. While you need to respect the firepower and roll rate, these tend to be predictable and you can avoid the problems they can create fairly easily. However dedicated Fw pilots make this machine really shine. Never take anything granted when you see this plane with a red tag. It doesn't have a great reputation as a fighter, but it can do amazing things if well flown.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Bf 109G-2

2009-12-08T18:32:05Z

Pervert:

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109G-2
|image =109g2.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|nickname =Gustav
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Variants===
* G-2 (Light fighter)
* G-2/R1 (Long-range Fighter-bomber or JaboRei- 2x 300 liter underwing drop tanks, one 500 kg bomb under fuselage, extended second tail wheel for large bombs)
* G-2/R2 (Reconnaissance fighter)
* G-2/trop (Tropicalized fighter)

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===Oberst Gustav Rödel===
[[Image:Gustav_Rödel.jpg | right ]]
'''Oberst Gustav Rödel''' (born 24 October 1915 in Merseburg – died 6 February 1995 in Bonn-Bad Godesberg) was a German World War II Luftwaffe fighter ace. He scored all but one of his 98 victories against the Western Allies in over 980 combat missions whilst flying the Messerschmitt Bf 109.

Gustav Rödel was born on 24 October 1915 in Merseburg, Saxony. He joined the Luftwaffe with the rank of Fahnenjunker in 1936, and underwent fighter pilot training. Rödel participated in the Spanish Civil War with the Condor Legion, serving with JG 88. He was awarded the Spanish Cross in Bronze with Swords for his achievements in Spain.

On 15 July 1939, Rödel transferred to JG 21. Leutnant Rödel was assigned to 2./JG 21. He achieved his first aerial victory on the first day of World War II, 1 September 1939, during the Invasion of Poland. His victim, a Polish P.24 fighter, was shot down near Warsaw. On 7 September, he was forced down during a ground-strafing mission. However, he managed to fly back his machine close to the border and avoided detection and returned to his unit the next day.

After transferring to the Geschwaderstab of JG 27 on 24 November 1939, he fought in the Battle of France gaining a further three victories. On May 12, 1940, Rödel flew as wingman of Adolf Galland, who claimed his first aerial victory over a Hurricane that day. The combat took place west of Liège[1]. Rödel himself also claimed a Hurricane near Tienen that day[2]. On June 8 he few a solo intercept mission attacking and shooting down a Blenheim over the English channel[3]. In July 1940, Rödel was transferred to 4./JG 27, and on September 7 was appointed Staffelkapitän of 4./JG 27. By the end of September, he had claimed 14 victories, the majority of these in the Battle of Britain. His II./JG 27 Gruppe participated in the invasion of the Balkans. Rödel achieved six more victories in the aerial battles over Greece, including three Greek fighters shot down on 15 April 1941 and three Royal Air Force (RAF) Hurricanes shot down on 20 April.

After the Balkan campaign, Rödel and 4./JG 27 joined in the invasion of Russia. Rödel claimed a Russian SB-3 twin-engine bomber shot down on 25 June 1941 for his 21st victory. Shortly afterwards 4./JG 27 were transferred to North Africa. Here, Rödel claimed his 30th victory on 4 December 1941, when he shot down a South African P-40 near Bir-el-Gobi. On 20 May 1942, Rödel was appointed Gruppenkommandeur of II./JG 27. He claimed his 40th victory on 23 May, when he shot down another P-40 near Ras el Tin. On 21 July, he claimed four Hurricanes shot down to record his 48th through 51st victories. Later he claimed three P-39s shot down in the El Alamein area on 9 October. However, he had mis-identified his victims, which were, in all probability, RAF P-40s. Altogether Rödel claimed 15 victories, including three RAF P-40 fighters shot down on 24 October and three fighters shot down on 27 October, in October 1942. On 1 November he claimed his 73rd victory, his last in North Africa.

Rödel was appointed Geschwaderkommodore of JG 27 on 22 April 1943. He saw further combat over Sicily and Greece in May. On 22 May he shot down three enemy aircraft bringing his total to 78. For this, Major Rödel was awarded the Ritterkreuz on 20 June 1943. He recorded his 80th victory on 4 October, and his 83rd on 10 October.

Relocated to Germany and Reichsverteidigung duties, Rödel raised his victory total to 93, including United States Army Air Forces (USAAF) four-engine bombers. In June 1944, he led JG 27 over the Invasion front. On 29 June, he claimed three USAAF Thunderbolts shot down for victories 95 to 97. On 5 July, he claimed his 98th, and last, victory, a USAAF Lightning shot down near Angleur. In December 1944, Rödel was involved in the planning of Operation Bodenplatte. From the beginning of January 1945, he was serving on the staff of the 2. Jagd-Division, becoming Kommandeur on 1 February, a position he held until the end of the war. In this role, he also attended the meeting with Reichsmarschall Hermann Göring in what became known as the "Fighter Pilots Revolt".

In 1957, Rödel joined the Bundeswehr. He retired on 30 September 1971, holding the rank of Brigadegeneral.

===External Links===
*[http://www.virtualpilots.fi/en/hist/WW2History-Manuals.html English translation of Finn operation and maintainance manual for the 109G-2]
*[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]
*[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]
*[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]
*[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109G-2
|image =
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =One
|loadout1-1 =2x 7.92mm machine guns, 500 rounds/gun
|loadout1-2 =1x 20mm cannon, 150 or 200 rounds
|loadout2-1 =
|loadout2-2 =
|options1 =2x 20mm gondolas, 140 rounds/gun
|options2 =1x 300 liter drop tank, or 1x 250kg bomb
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =MW
|perkcost =0
|LWENY =30
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==

The Bf109-G2 is a reasonably popular aircraft though easily outshadowed by its later [[G14]] sibling. The G2 is an aircraft of some controversy and discussion though, being the earlier G series model in AH it also resembles the [[Bf 109F-4|F series]] much more than later aircraft in a number of ways. Inevitably that leads to a decision between flying the G2 and other models and it comes down to personal preference. The G2 is considered by some to be the second best 109 model in the game, as it possesses superior handling and performance than its later siblings.

===Engine Power===

The G2 actually performs better than all [[109]]s except the G14 model and has a nice gradual improvement in performance with altitude gains. Sea-level speed is only average at 320mph (340mph with [[WEP]]) but improves rapidly up to about 7K where the cruise is 358mph (375mph with WEP). That's an improvement of about 5.5mph in cruise for each 1K in altitude gain up to 7K or so. Above 7K the improvements slow down but only a little bit, up to a high cruise of 385mph at 22K. Top speed, with WEP, is about 405mph at 21K. The WEP time is also very generous, over 9 minutes of solid use, so it makes extended WEP use generally more acceptable and you tend to use WEP more often. Climb rates are excellent, over 4,400ft/minute at low levels and never drops below 3,500ft/min until you reach orbit. Fuel duration is not good at only 25 minutes on full internal, one of the shortest in AH, but there is an option to extend that range with a drop tank (+18 minutes) which is almost mandatory. Typically the drop tank can be used for the outbound climb and transit, dropped, and then internal fuel used for combat and return to base. As such, taking less then 100% internal is not unusual, typically less than 75% isn't advisable though as it simply provides very small margins for combat.

===Aces High II Performance Charts===
[[Image:109g2spd.jpg|300px|Bf 109G-2 speed chart]]
[[image:109g2clmb.jpg|300px|Bf 109G-2 climb chart]]

===Firepower===

The firepower on the G2 is a little weak though well placed in the aircraft. The spinner mounted 20mm MG151/20 cannons with 150 rounds is complemented by paired 7.9mm cowl guns (500 rounds/gun). The placement of the guns in the cowl area makes convergence a non-issue. Twin gondolas are an option but impact maneuverability and speed, to the tune of about 10mph. The gondolas certainly aid when attacking bombers and give a more credible snapshot capability which makes them a tempting option. Typically someone with good shooting skills who is attacking fighters shouldn't need the gondolas though someone who is less confident tends to take them. At least the G2 has some handling to spare so the gondolas aren't crippling like in the [[G6]] or [[G14]]. One of the key reasons people don't take the G2 though is that the G6, and later, have upgraded every aspect of the firepower to more capable 13mm cowl guns and a much more impressive (though more difficult to use) 30mm spinner cannon option. To be fair though, the cowl gun upgrade of the G6 and G10 is more important than the 30mm cannon option as most people can't aim just a large cannon against fighters anyway.

===Maneuverability===

The G2 gained ~450lbs of weight over the [[Bf 109F-4|F-4 series]] 109 but it doesn't seem to have impacted the handling as much as in the later 109s (the G6 only gained 100lbs more). You can feel the extra mass but for some reason it seems much more manageable and well balanced than any other G series aircraft. That's why many like the 109G-2 - it can turn-fight or energy fight, depending on the situation and the external loadout you chose. If you went light on fuel and didn't pack gondolas then you can turn-fight as long as you can keep the speeds at reasonable levels (not over 400, not under 250). Lots of people might think you are just another G14 and not able to turn, thus you can quickly show them how wrong they are. You can also energy fight though, the climb-rate, acceleration, and good zoom performance of the G2 makes it an excellent energy fighter. Roll rate is good until you get to high (375mph+) or low speeds, where it becomes slow. As in all 109s the G2 suffers serious control problems, especially in pitch, at very high speeds over 450mph. If a 109 gets faster than about 450mph the only maneuver on the pilots mind will likely become compression recovery.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

Offensively, anyone who knows 109s is going to recognize you immediately as a G2 because of the Finnish markings and yellow nose. Lots of people don't know what to expect of the G2 though so may discount you as just a [[G14]] wannabe. Try and [[BnZ]] them or slash attack them if possible and only resort to a turn-fight as a last resort. Don't be afraid to use your turning abilities to give you a good shot though. Use the vertical as much as possible, the G2 is a good climber at lower altitudes and accelerates great. The WEP also lasts a long time so don't be afraid to use it as long as fuel allows. Burn as much internal fuel as you can before you enter a fight, leave just enough for combat and the return trip home. A drop tank can help keep your internal fuel load light. Don't chase people on extended dives to high speeds as the 109 becomes uncontrollable and you will lose initiative trying to recover. If you need to dive, cut power, use your rudder and roll with elevator to continuously bleed speed on the dive. You need to watch your speedo closely though and level out at the first signs of over-speed (450mph).

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

Defensively, use your sprint speed, climb, and turning to extend whenever possible. You should, if light, be able to turn with any plane faster than you and outrun any of the better turners. Don't dive excessively as most other planes will be better divers with more controllability. If you are diving make it a dive to extend towards friendlies so you can get help. Sustained turning is good but if you can set up a good spiral climb you should be able to pull away from worse climbers, and a downward spiral can help you keep you airspeed within best range to maximize turn rate. The 109 is not very tough so try and avoid any hits. The radiator and fuel supply is quite vulnerable, both of which are a serious problem if punctured.

===Fighting against the {{PAGENAME}}===

All 109s have the same weakness to high speeds. Over 450mph they all suffer terrible compression problems that can lead to almost total loss of control in a terminal dive. The G2 with the higher cruise speeds and more power tends to get into trouble faster than some of the other 109s and picks up speed quickly in a dive.

Try and identify the 109G-2 early in a fight, which isn't usually too difficult. Look for the wing markings (Finnish) and yellow nose as easy identifiers. Some can identify the 109G-2 at longer ranges than many planes as it appears to look slightly different as a dot (kind of like the [[P-51D]]). In close though even a brief view of the wings and nose will allow you to notice a G-2. If you can, see if he has gondolas also, as they can mean a lot to this aircraft.

Offensively, the G2 is a good turner, but only when light. If he is obviously carrying gondolas he will be much less maneuverable and have less speed to use against you. The gondolas tend to cost in upwards of 10mph under most conditions, speed which the G2 can't really afford to give away. The 109s are all pretty small targets so can be tough to hit, but try and get in hits at whatever angles you can to damage items like the fuel, radiator or engine. Views to the rear of the 109 are only fair so if you can sit low on his 6 he may not even see you. Don't give the 109 snapshots on you if you don't know that he isn't packing gondolas, three cannons can make quick work of any fighter while 1 cannon is unlikely to cause immediate damage. Keep your speed up if you are in a faster plane and extend whenever you can, be watch out since the 109 can accelerate and climb quickly and will likely build up energy faster than you can. If you can fight at very high speeds, in excess of 400mph, then you can start to erode the performance of the 109. If you get in trouble, dive away to 500mph or more and any 109 foolish enough to follow you will be in deep trouble.

Defensively, the G2 can be tough to shake since it can turn pretty well when light and has the acceleration and climb to stop any easy escapes if he can get speed parity. There are some areas where the 109 is a little vulnerable though, and the G2 is no different. 109s don't have great views from the cockpit with lots of window frames obstructing almost every angle, so it can be possible to slip into blind spots or at least make tracking from the cockpit difficult. The 109s all tend to pack too many, or too few guns too. The standard spinner cannon is barely enough while loading the gondolas is almost too much. If he isn't packing gondolas then the snapshot capabilities are fairly low, but with them he is heavy and has a lot more drag. One great tactic, if you have altitude, is to dive away if you have even a fair diver. The 109 is a crappy diver when speeds increase over 450mph. It becomes more like a brick than an aircraft and can over-speed to the point where recovery is impossible. Even experienced 109 pilots can find themselves plummeting helplessly while they try and use trim to regain control.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:Gustav Rödel.jpg

2009-12-08T18:31:12Z

Pervert: Picture of Rodel

Picture of Rodel

Bf 109G-2

2009-12-08T18:27:22Z

Pervert:

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109G-2
|image =109g2.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|nickname =Gustav
|wingspan =
|length =
|height =
|internalfuel =
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Variants===
* G-2 (Light fighter)
* G-2/R1 (Long-range Fighter-bomber or JaboRei- 2x 300 liter underwing drop tanks, one 500 kg bomb under fuselage, extended second tail wheel for large bombs)
* G-2/R2 (Reconnaissance fighter)
* G-2/trop (Tropicalized fighter)

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===Oberst Gustav Rödel===
[[Image:Marseille.jpg | right ]]
'''Oberst Gustav Rödel''' (born 24 October 1915 in Merseburg – died 6 February 1995 in Bonn-Bad Godesberg) was a German World War II Luftwaffe fighter ace. He scored all but one of his 98 victories against the Western Allies in over 980 combat missions whilst flying the Messerschmitt Bf 109.

Gustav Rödel was born on 24 October 1915 in Merseburg, Saxony. He joined the Luftwaffe with the rank of Fahnenjunker in 1936, and underwent fighter pilot training. Rödel participated in the Spanish Civil War with the Condor Legion, serving with JG 88. He was awarded the Spanish Cross in Bronze with Swords for his achievements in Spain.

On 15 July 1939, Rödel transferred to JG 21. Leutnant Rödel was assigned to 2./JG 21. He achieved his first aerial victory on the first day of World War II, 1 September 1939, during the Invasion of Poland. His victim, a Polish P.24 fighter, was shot down near Warsaw. On 7 September, he was forced down during a ground-strafing mission. However, he managed to fly back his machine close to the border and avoided detection and returned to his unit the next day.

After transferring to the Geschwaderstab of JG 27 on 24 November 1939, he fought in the Battle of France gaining a further three victories. On May 12, 1940, Rödel flew as wingman of Adolf Galland, who claimed his first aerial victory over a Hurricane that day. The combat took place west of Liège[1]. Rödel himself also claimed a Hurricane near Tienen that day[2]. On June 8 he few a solo intercept mission attacking and shooting down a Blenheim over the English channel[3]. In July 1940, Rödel was transferred to 4./JG 27, and on September 7 was appointed Staffelkapitän of 4./JG 27. By the end of September, he had claimed 14 victories, the majority of these in the Battle of Britain. His II./JG 27 Gruppe participated in the invasion of the Balkans. Rödel achieved six more victories in the aerial battles over Greece, including three Greek fighters shot down on 15 April 1941 and three Royal Air Force (RAF) Hurricanes shot down on 20 April.

After the Balkan campaign, Rödel and 4./JG 27 joined in the invasion of Russia. Rödel claimed a Russian SB-3 twin-engine bomber shot down on 25 June 1941 for his 21st victory. Shortly afterwards 4./JG 27 were transferred to North Africa. Here, Rödel claimed his 30th victory on 4 December 1941, when he shot down a South African P-40 near Bir-el-Gobi. On 20 May 1942, Rödel was appointed Gruppenkommandeur of II./JG 27. He claimed his 40th victory on 23 May, when he shot down another P-40 near Ras el Tin. On 21 July, he claimed four Hurricanes shot down to record his 48th through 51st victories. Later he claimed three P-39s shot down in the El Alamein area on 9 October. However, he had mis-identified his victims, which were, in all probability, RAF P-40s. Altogether Rödel claimed 15 victories, including three RAF P-40 fighters shot down on 24 October and three fighters shot down on 27 October, in October 1942. On 1 November he claimed his 73rd victory, his last in North Africa.

Rödel was appointed Geschwaderkommodore of JG 27 on 22 April 1943. He saw further combat over Sicily and Greece in May. On 22 May he shot down three enemy aircraft bringing his total to 78. For this, Major Rödel was awarded the Ritterkreuz on 20 June 1943. He recorded his 80th victory on 4 October, and his 83rd on 10 October.

Relocated to Germany and Reichsverteidigung duties, Rödel raised his victory total to 93, including United States Army Air Forces (USAAF) four-engine bombers. In June 1944, he led JG 27 over the Invasion front. On 29 June, he claimed three USAAF Thunderbolts shot down for victories 95 to 97. On 5 July, he claimed his 98th, and last, victory, a USAAF Lightning shot down near Angleur. In December 1944, Rödel was involved in the planning of Operation Bodenplatte. From the beginning of January 1945, he was serving on the staff of the 2. Jagd-Division, becoming Kommandeur on 1 February, a position he held until the end of the war. In this role, he also attended the meeting with Reichsmarschall Hermann Göring in what became known as the "Fighter Pilots Revolt".

In 1957, Rödel joined the Bundeswehr. He retired on 30 September 1971, holding the rank of Brigadegeneral.

===External Links===
*[http://www.virtualpilots.fi/en/hist/WW2History-Manuals.html English translation of Finn operation and maintainance manual for the 109G-2]
*[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]
*[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]
*[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]
*[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109G-2
|image =
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =One
|loadout1-1 =2x 7.92mm machine guns, 500 rounds/gun
|loadout1-2 =1x 20mm cannon, 150 or 200 rounds
|loadout2-1 =
|loadout2-2 =
|options1 =2x 20mm gondolas, 140 rounds/gun
|options2 =1x 300 liter drop tank, or 1x 250kg bomb
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =MW
|perkcost =0
|LWENY =30
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==

The Bf109-G2 is a reasonably popular aircraft though easily outshadowed by its later [[G14]] sibling. The G2 is an aircraft of some controversy and discussion though, being the earlier G series model in AH it also resembles the [[Bf 109F-4|F series]] much more than later aircraft in a number of ways. Inevitably that leads to a decision between flying the G2 and other models and it comes down to personal preference. The G2 is considered by some to be the second best 109 model in the game, as it possesses superior handling and performance than its later siblings.

===Engine Power===

The G2 actually performs better than all [[109]]s except the G14 model and has a nice gradual improvement in performance with altitude gains. Sea-level speed is only average at 320mph (340mph with [[WEP]]) but improves rapidly up to about 7K where the cruise is 358mph (375mph with WEP). That's an improvement of about 5.5mph in cruise for each 1K in altitude gain up to 7K or so. Above 7K the improvements slow down but only a little bit, up to a high cruise of 385mph at 22K. Top speed, with WEP, is about 405mph at 21K. The WEP time is also very generous, over 9 minutes of solid use, so it makes extended WEP use generally more acceptable and you tend to use WEP more often. Climb rates are excellent, over 4,400ft/minute at low levels and never drops below 3,500ft/min until you reach orbit. Fuel duration is not good at only 25 minutes on full internal, one of the shortest in AH, but there is an option to extend that range with a drop tank (+18 minutes) which is almost mandatory. Typically the drop tank can be used for the outbound climb and transit, dropped, and then internal fuel used for combat and return to base. As such, taking less then 100% internal is not unusual, typically less than 75% isn't advisable though as it simply provides very small margins for combat.

===Aces High II Performance Charts===
[[Image:109g2spd.jpg|300px|Bf 109G-2 speed chart]]
[[image:109g2clmb.jpg|300px|Bf 109G-2 climb chart]]

===Firepower===

The firepower on the G2 is a little weak though well placed in the aircraft. The spinner mounted 20mm MG151/20 cannons with 150 rounds is complemented by paired 7.9mm cowl guns (500 rounds/gun). The placement of the guns in the cowl area makes convergence a non-issue. Twin gondolas are an option but impact maneuverability and speed, to the tune of about 10mph. The gondolas certainly aid when attacking bombers and give a more credible snapshot capability which makes them a tempting option. Typically someone with good shooting skills who is attacking fighters shouldn't need the gondolas though someone who is less confident tends to take them. At least the G2 has some handling to spare so the gondolas aren't crippling like in the [[G6]] or [[G14]]. One of the key reasons people don't take the G2 though is that the G6, and later, have upgraded every aspect of the firepower to more capable 13mm cowl guns and a much more impressive (though more difficult to use) 30mm spinner cannon option. To be fair though, the cowl gun upgrade of the G6 and G10 is more important than the 30mm cannon option as most people can't aim just a large cannon against fighters anyway.

===Maneuverability===

The G2 gained ~450lbs of weight over the [[Bf 109F-4|F-4 series]] 109 but it doesn't seem to have impacted the handling as much as in the later 109s (the G6 only gained 100lbs more). You can feel the extra mass but for some reason it seems much more manageable and well balanced than any other G series aircraft. That's why many like the 109G-2 - it can turn-fight or energy fight, depending on the situation and the external loadout you chose. If you went light on fuel and didn't pack gondolas then you can turn-fight as long as you can keep the speeds at reasonable levels (not over 400, not under 250). Lots of people might think you are just another G14 and not able to turn, thus you can quickly show them how wrong they are. You can also energy fight though, the climb-rate, acceleration, and good zoom performance of the G2 makes it an excellent energy fighter. Roll rate is good until you get to high (375mph+) or low speeds, where it becomes slow. As in all 109s the G2 suffers serious control problems, especially in pitch, at very high speeds over 450mph. If a 109 gets faster than about 450mph the only maneuver on the pilots mind will likely become compression recovery.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

Offensively, anyone who knows 109s is going to recognize you immediately as a G2 because of the Finnish markings and yellow nose. Lots of people don't know what to expect of the G2 though so may discount you as just a [[G14]] wannabe. Try and [[BnZ]] them or slash attack them if possible and only resort to a turn-fight as a last resort. Don't be afraid to use your turning abilities to give you a good shot though. Use the vertical as much as possible, the G2 is a good climber at lower altitudes and accelerates great. The WEP also lasts a long time so don't be afraid to use it as long as fuel allows. Burn as much internal fuel as you can before you enter a fight, leave just enough for combat and the return trip home. A drop tank can help keep your internal fuel load light. Don't chase people on extended dives to high speeds as the 109 becomes uncontrollable and you will lose initiative trying to recover. If you need to dive, cut power, use your rudder and roll with elevator to continuously bleed speed on the dive. You need to watch your speedo closely though and level out at the first signs of over-speed (450mph).

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

Defensively, use your sprint speed, climb, and turning to extend whenever possible. You should, if light, be able to turn with any plane faster than you and outrun any of the better turners. Don't dive excessively as most other planes will be better divers with more controllability. If you are diving make it a dive to extend towards friendlies so you can get help. Sustained turning is good but if you can set up a good spiral climb you should be able to pull away from worse climbers, and a downward spiral can help you keep you airspeed within best range to maximize turn rate. The 109 is not very tough so try and avoid any hits. The radiator and fuel supply is quite vulnerable, both of which are a serious problem if punctured.

===Fighting against the {{PAGENAME}}===

All 109s have the same weakness to high speeds. Over 450mph they all suffer terrible compression problems that can lead to almost total loss of control in a terminal dive. The G2 with the higher cruise speeds and more power tends to get into trouble faster than some of the other 109s and picks up speed quickly in a dive.

Try and identify the 109G-2 early in a fight, which isn't usually too difficult. Look for the wing markings (Finnish) and yellow nose as easy identifiers. Some can identify the 109G-2 at longer ranges than many planes as it appears to look slightly different as a dot (kind of like the [[P-51D]]). In close though even a brief view of the wings and nose will allow you to notice a G-2. If you can, see if he has gondolas also, as they can mean a lot to this aircraft.

Offensively, the G2 is a good turner, but only when light. If he is obviously carrying gondolas he will be much less maneuverable and have less speed to use against you. The gondolas tend to cost in upwards of 10mph under most conditions, speed which the G2 can't really afford to give away. The 109s are all pretty small targets so can be tough to hit, but try and get in hits at whatever angles you can to damage items like the fuel, radiator or engine. Views to the rear of the 109 are only fair so if you can sit low on his 6 he may not even see you. Don't give the 109 snapshots on you if you don't know that he isn't packing gondolas, three cannons can make quick work of any fighter while 1 cannon is unlikely to cause immediate damage. Keep your speed up if you are in a faster plane and extend whenever you can, be watch out since the 109 can accelerate and climb quickly and will likely build up energy faster than you can. If you can fight at very high speeds, in excess of 400mph, then you can start to erode the performance of the 109. If you get in trouble, dive away to 500mph or more and any 109 foolish enough to follow you will be in deep trouble.

Defensively, the G2 can be tough to shake since it can turn pretty well when light and has the acceleration and climb to stop any easy escapes if he can get speed parity. There are some areas where the 109 is a little vulnerable though, and the G2 is no different. 109s don't have great views from the cockpit with lots of window frames obstructing almost every angle, so it can be possible to slip into blind spots or at least make tracking from the cockpit difficult. The 109s all tend to pack too many, or too few guns too. The standard spinner cannon is barely enough while loading the gondolas is almost too much. If he isn't packing gondolas then the snapshot capabilities are fairly low, but with them he is heavy and has a lot more drag. One great tactic, if you have altitude, is to dive away if you have even a fair diver. The 109 is a crappy diver when speeds increase over 450mph. It becomes more like a brick than an aircraft and can over-speed to the point where recovery is impossible. Even experienced 109 pilots can find themselves plummeting helplessly while they try and use trim to regain control.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Operating Systems

2009-08-01T17:06:40Z

Pervert: Added ubuntu and wine websites

[[Aces High II]] is supported in the Microsoft Windows® operating system from Windows 2000 onward. Windows 98 and ME are no longer supported.

Some players have managed to get AH2 working in a MacOS or Linux environment by using a Windows emulator or virtual environment and other tweaks.

Aces High 2 version 2.14 runs with the latest release of Ubuntu using Wine to emulate Windows

[http://www.ubuntu.com ubuntu website]

[http://www.winehq.org wine website]

Bf 109E-4

2009-07-08T23:20:48Z

Pervert:

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109E-4
|image =109e4africa.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
|nickname =Emil
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Variants===
* E-4 (Armor and structural improvements, change of MG FF cannons to MG FF/M. Return to 'normal' canopy)
* E-4/B (Fighter-bomber version of E-4, one 250 kg bomb, usually with DB 601Aa)
* E-4/Trop (Version of E-4 modified to serve in tropical regions)
* E-4/N (E-4 with DB601N engine)
* E-4/BN (Fighter-bomber version of E-4/N, one 250 kg bomb)

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===Adolf Galland===
[[Image:AdolfGalland.jpg | right | 250px ]]
'''Adolf "Dolfo" Joseph Ferdinand Galland''' (19 March 1912 – 9 February 1996) was a World War II German fighter pilot and commander of Germany's fighter force (General der Jagdflieger) from 1941 to 1945. Galland joined the Luftwaffe in 1933, and despite suffering injuries, including a damaged eye, in two crashes, he continued his military career. In 1937 he was one of 20,000 German military personnel to see action in the Condor Legion, providing Galland with valuable combat experience.

On 12 May 1940, near Liege, Galland scored his first three aerial victories, over RAF Hawker Hurricanes. His wingman on his first mission was Gustav Rödel. By the end of the French campaign, Galland had achieved 14 victories. On 1 August 1940, Galland became the third fighter pilot to receive the Knight's Cross of the Iron Cross.

From June 1940 on, Galland flew as a Gruppenkommandeur of III./Jagdgeschwader 26 (JG 26), fighting in the Battle of Britain with Messerschmitt Bf 109 "Emils" from bases in the Pas de Calais. In July, Galland was promoted to major. By mid-August, Luftwaffe commander Reichsmarschall Hermann Göring's dissatisfaction with the performance of the fighter arm led him to replace several of his pre-war Jagdgeschwader commanders with the current wave of younger high-achievers. Thus on 22 August Galland replaced Major Gotthard Handrick and became Geschwaderkommodore of JG 26. A month later, on 25 September, Galland was awarded the Eichenlaub to the Ritterkreuz for 40 kills.

By the end of 1940, Galland had 58 victories. Promoted to Oberstleutnant, he continued to lead JG 26 through 1941 against RAF fighter sweeps across northern Europe. In early 1941 most of the fighter units of the Luftwaffe were sent to the Eastern Front, or south to the Mediterranean Theater of Operations, thus leaving JG 26 and Jagdgeschwader 2 Richthofen (JG 2) as the sole single-engine fighter Geschwader in France.

By this time, JG 26 were starting to re-equip with the new Bf 109F, normally equipped with a 15 mm (or later a 20 mm) cannon firing through the propeller hub and two cowl-mounted 7.9 mm MG 17. Galland felt the model was grossly under-armed and so tested a series of 109 "specials" — one with a unique armament of an MG 151/20 cannon and two cowl-mounted 13 mm MG 131 machine guns, and another with integral wing-mounted 20 mm MG-FF cannons.

For the next two years, these two Geschwader were the main adversaries to the RAF’s day offensives over occupied Europe. Galland's careful husbanding of his resources and astute tactical awareness meant JG 26 kept their losses to a minimum while inflicting maximum damage on the RAF's tactical fighters through 1941. This became even more evident with the arrival of the potent Focke-Wulf Fw 190A to units in late 1941 - early 1942, which completely outclassed the current Spitfire Mark Vb in service with the RAF. However, on April 15, 1941 Galland met his match whilst on his way to a birthday party for General Theo Osterkamp at La Touquet, France. He made a detour on his flight towards England to see if he could find any prey, and his predator instincts paid dividends. On maneuvers off the cliffs of Dover was a group of Spitfires commanded by RAF ace Brendan 'Paddy' Finucane. Galland quickly shot down three Mk II spitfires. However, Finucane rolled away and came up behind Galland where he promptly riddled Galland's new Bf 109F with bullets. Galland bailed out and was rescued a few hours later.

On the morning of 21 June 1941, Galland was shot up by Polish No. 303 Squadron Spitfire and had to crash land. In the afternoon, he was shot down by a No. 145 Squadron Spitfire, bailing out and suffering slight injuries. That same night he became the first member of the Wehrmacht to be awarded the Schwerter (Swords) to the Ritterkreuz for his 70th kill.

On 2 July 1941, Galland led JG 26 into combat against a formation of Blenheims. A Spitfire of the bomber escort (probably from Polish 308 Squadron) managed to hit Galland's plane with a 20 mm shell. The armour plate mounted on the fighter just days earlier saved Galland's life. Galland landed at base, where he was hospitalised for the second time in a few days. Experiences like this taught Galland to respect his opponents.

[[Image:109e4galland.jpg|thumb|400px|center|Messerschmitt Bf 109 E-4 JG 26 Adolf Galland]]

===External Links===
[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]

[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]

[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]

[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109E-4
|image =
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =One
|loadout1-1 =2x 7.92mm MGs, 1,000rpg
|loadout1-2 =2x 20mm MG-FF cannons, 60rpg
|loadout2-1 =
|loadout2-2 =
|options1 =
|options2 =
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =EW
|perkcost =0
|LWENY =40
|carrier =no
}}
==The {{PAGENAME}} in Aces High II==

Introduced as an era aircraft to match up with the early [[Spitfire Mk I]] and [[Hurricane Mk I]] models, the 109E4 could actually be reasonable in the [[Main Arenas]]. A shortage of speed is a problem, but other than that it isn't all that poor a package, bringing twin cannons, an average climb rate, and being the lightest [[109]] in the game. In the right conditions where you have a little space to corner people, you might find the 109E4 to be quite effective.

===Engine Power===

The E4 is actually fairly reasonably powered for a plane of the era, though it isn't very fast. Cruising speed at sea-level is around 283mph, with [[WEP]] giving you about another 10mph, putting you squarely in the lower 1/3 of planes in the game in terms of top speed. Altitude increase helps the situation with about 4mph gained at cruise for every 1K of altitude increase up to a maximum of 15K (340mph cruise). WEP tends to add about 5-8mph at most altitudes, which isn't a whole lot. Acceleration and climb are decent though at 3,000ft/minute with WEP, surprising quick and certainly within an acceptable range up to the same ceiling of around 15K alt. WEP is important, so save it for use in combat or when you need to climb quickly. Even though it typically represents only a small amount of top speed gain, it really helps in acceleration. Range is a bit disappointing, though this is a historical weakness, with only 25 minutes of full power on internal fuel with no option for a drop tank.

===Aces High II Performance Charts===
[[Image:109e4spd.jpg|300px|Bf 109E-4 speed chart]]
[[image:109e4clmb.jpg|300px|Bf 109E-4 climb chart]]

===Firepower===

So close, yet so far. The 109E4 is very different from other [[109]]s in arrangement of the weapons, adopting twin wing mounted cannons instead of the usual single spinner mounted gun. Additionally, this early 109 has the clearly inferior MG/FF 20mm cannons (as compared to the typical MG151) with only 60 rounds/gun. The MG/FF have poor ballistics, slower rate of fire because of synchronization with the propeller, and the typical convergence issues with wing mounted guns. Not that the MG/FF is any less effective if you land hits, but landing hits is much more difficult, so shorter ranges and longer tracking times are typically adopted to compensate. As backups are a pair of cowl mounted 7.9mm machine guns, which offer lots of ammunition but little in the way of hitting power. Something is better than nothing though and given enough time the 7.9mm can get the job done and convergence is not really an issue (set it out to max). Overall the firepower package is best used at very short ranges where you can bring the cannons to bear with little requirement for difficult aiming. That tends to not be the situation most of the time as enemies are constantly maneuvering against you so you will need to fly a bit smarter to get in nice and close. Consider setting the cannons to a relatively short convergence point (D200) since outside that range aiming is very difficult because of bullet drop. There is no option for gondolas although in the case of the E4 the speed penalties would rarely make it worthwhile.

===Maneuverability===

Maneuverability is generally pretty good. The E4 actually has a slightly smaller wing area but also is quite a bit lighter than any other [[109]] variant. The E4 turns pretty well and is another one of the 109s that can surprise you with agility. The best maneuvering speeds for the E4 are a little lower in general than the other 109s - something between 250-375 is best. The cannons in the wings tend to add quite a bit of weight at a point away from the main fuselage and that hurts roll performance a bit at most speeds. The E4 suffers the same compression related problems as later 109s and it tends to set on a little sooner, at about 425mph where the roll all but disappears. The lower top speed of the 109E4 is a bit of a blessing in that sense though, with less chance that you will over-speed yourself and let the E4 get out of control on you.

Flap speeds are 200, 198, 175, and 150mph IAS.

===Fighting in the {{PAGENAME}}===

The 109E4 is going to be a challenge to be successful in, but you do have most of the raw tools you need to get the job done. The problem is in the polish, which later 109s tended to add, along with additional power. They key will be to find an environment where you can work against smaller groups of enemy planes so that you don't get overwhelmed or have to go defensive too quickly. Climb to a reasonable altitude not exceeding 15K and being mindful of your limited endurance with even full internal fuel. Cruise to the combat area, selecting a target that has already slowed down sufficiently so as not to be able to easily escape. Once you have someone in a tight fight, it is unlikely he can out-accelerate or out-climb you quickly enough to escape.

Try and get in close and give yourself easy shots at short ranges. This is commonly good practice, but in the E4 it is almost critical. Try and unload your aircraft before you fire to give a better chance to compensate for the high ballistic drop in the cannons. Don't fire the cowl weapons by default so as not to confuse the identification of hits. Short bursts, trying to ensure enough lead and drop are key. Use the cowl guns as ranging weapons or to keep the enemy honest. You are unlikely to inflict killing shots with them, but you may damage the enemy and make your job easier. Remember that you can turn better than any other 109 too, so most people will not expect you to even consider a turn-fight. The 109E4 has the same 109 icon as all the rest of the models, [[F4]], [[G2]], [[G6]] or [[G14]], so until they get fairly close and identify you by colour (which won't be that hard for people who know how to tell the difference). You are more like a sheep in wolves clothing (backwards... I know).. but a sheep with teeth if you get close enough.

Defensively, try and make sure you bring friends who can help you egress if you plan to land some of those kills. You simply don't have the speed to leave whenever you choose, and there are several aircraft who can out-turn you fairly easily if you get pinned in a turn-fight. Your turn ability is surprisingly good though, so don't disregard that option and you can likely turn almost equal with something like a [[Spit IX]], which is pretty impressive. Try and always keep a lane open to exit through and don't allow yourself to get surrounded too quickly or when low. You likely won't have the power to break out of that and your cannons will be dry before you can really scare anyone off. Always watch your fuel state too.. overuse of [[WEP]] and long transits to/from a friendly field can leave you with little range.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

A final note or two. The 109E4 is actually pretty good, but takes a high level of [[situational awareness]] to survive in. It can turn, something about the same as a [[Spit IX]], which leaves you vulnerable to the myriad of [[Spit V]], [[Zero]], [[FM2]], [[Hurri]]s, [[N1K]]s, etc, several of which you can't out-run either. People are more likely to respect you though as another 109 variant, so you can sometimes surprise them when they think they can turn gently and still avoid you as in when they face a [[G6]] or [[G14]]. That can be the opportunity you need, so exploit it, take your shot, then get out of there before they figure you out as an imposter.

===Fighting against the {{PAGENAME}}===

While the E4 is pretty horribly under-powered by [[late war]] standards, it still has some tricks up its sleeve and you are unlikely to notice it is a E4 model until you get very close. This can be a problem since the standard 109 tactic is typically to turn to avoid them since most of the 109 drivers fly later model 109s that turn poorly. This can be a problem with the 109, who could match your turn long enough to pin you in place and then finish you off with some cannon fire. One of the worst things with the 109E4 though is the pilot who is flying it. You may find that they are the either of two extremes, elite veteran or unknowing newbie, of which you might be able to tell right at merge. While the newbie is an easy kill, the veteran is likely to give you a pretty tough fight in a plane you wouldn't expect it from.

Identifying the E4 is pretty easy though, just look for the big yellow nose and straight edged camouflage scheme. The other 109s simply don't look the same once you notice these visual differences. Always assume you are not dealing with an E4 though since the other 109s, especially the 30mm equipped ones, can be dangerous in a single pass.

Offensively, try and land hits; the 109E4 is not terribly strong and seems to be less armoured so that smaller calibre hits do more damage. Also, try and force the E4 into a turning defense without committing to that yourself. The E4 is neither a great stall-fighter, nor a great dive-escape plane, so if you can get him slowed down he will likely have to stay around and turn until he can find a place to spring free (which may not happen at all). He won't risk a dive unless he knows you are in a inferior diving plane, of which only the late model [[Zero]] comes to immediate mind. Even if you have to break off and reposition, the E4 is unlikely to be able to run very far before you catch back up to him again and can start all over. Don't accept [[Head-On]]s at close range and don't count on a climb or acceleration advantage to get you out of trouble if you over-commit. Just try and land hits, not need to get greedy, the E4 should be like dessert compared to some of the scarier opponents you may meet.

If you get a 109E4 on your tail, try and break way from him. If you have altitude, you can exploit the handling problems of 109s over 425mph and likely roll to a new heading and break contact. It is highly unlikely the 109 can even catch you unless you are in a really slow aircraft yourself. If you don't have altitude, then try and hold the E4 away from you while giving him poor shots at high crossing angles or difficult leads. The cannons on the E4 are such that anything other than a point-blank, or tracking from rear, shot are pretty tough. If you can survive out the first 10 seconds of him firing his cannons then you have likely run him dry of his really dangerous ammunition. Don't try and get in a turn-fight with him though unless you are in a really hot turner.. the E4 is going to give a tough time in a turn-fight to even the likes of later [[Spitfire]]s. See if you can't land a couple of hits of your own in the process though since the 109 E4 is not really all that strong and cannot absorb damage well. Be careful of the cannons, if you hear light pings and think he still has cannons, most likely they are falling below you, so don't immediately dive. Most E4 pilots, while adapted for the higher drop rates of the Mg151 cannons on [[Luftwaffe]] fighters, need to adjust even further for the MG/FF models so tend to fire too low.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:109e4galland.jpg

2009-07-08T23:16:14Z

Pervert: 109 e4 A Galland

109 e4 A Galland

File:AdolfGalland.jpg

2009-07-08T23:11:48Z

Pervert: Adolf Galland

Adolf Galland

Bf 109G-6

2009-07-08T22:54:52Z

Pervert: /* Erich Hartmann */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109G-6
|image =109g6droptank.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
|nickname =Gustav
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Variants===
* G-6/R2 (Reconnaissance fighter, with MW 50)
* G-6/R3 (Long-range Reconnaissance fighter, with 2 x 300 liter underwing droptanks)
* G-6/trop (Tropicalized fighter)
* G-6/U2 (Fitted with GM-1)
* G-6/U3 ((Reconnaissance fighter)
* G-6/U4 (MK108 Motorkanone 30 mm engine cannon)
* G-6y (Command fighter)
* G-6/AS (High altitude fighter with DB605AS)
* G-6/ASy (High altitude command fighter)
* G-6N (Night fighter, usually with R6 and FuG 350Z Naxos)
* G-6/U4 N (as G-6N but with 30 mm MK 108 Motorkanone engine cannon)

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===Erich Hartmann===
[[Image:Erich_Hartmann1.jpg | right]]
'''Erich Alfred "Bubi" Hartmann''' (19 April 1922 – 20 September 1993), also nicknamed "'''Bubi'''" by his comrades and "'''The Black Devil'''" by his Soviet enemies, was a German World War II fighter pilot and is the highest scoring flying ace fighter ace in the history of aerial warfare. He claimed 352 aerial victories (of which 345 were won against the Soviet Air Forces Soviet Air Force, and 260 of which were fighters) in 1,404 combat missions. He engaged in aerial combat 825 times while serving with the ''Luftwaffe''. During the course of his career, Hartmann was forced to crash land his damaged fighter 14 times. This was due to damage received from parts of enemy aircraft he had just shot down, or mechanical failure. Hartmann claimed never to have been shot down or forced to land due to fire from enemy aircraft.

Unlike Hans-Joachim Marseille who was a marksman and expert in the art of deflection shooting, Hartmann was a master of stalk-and-ambush tactics. By his own account he was convinced that 80% of the pilots he downed did not even realize what hit them. He relied on the powerful engine of his Bf-109 for high-power sweeps and quick approaches, occasionally diving through entire enemy formations to take advantage of the confusion that followed in order to disengage. His favourite method of attack was to hold fire until extremely close (60ft/20m or less), then unleash a short burst at point-blank range – a technique he learned while flying as wingman of his former commander, Walter Krupinski, who favoured this approach. This technique, as opposed to long-range shooting, allowed him to:

* reveal his position only at the last possible moment
* compensate for the low muzzle velocity of the slower firing 30 mm MK 108 cannon equipping some of the later Bf 109 models (though most of his victories were claimed with Messerschmitts equipped with the high velocity MG 151 cannon)
* place his shots accurately with minimum waste of ammunition
* prevent the adversary from taking evasive actions

However, firing at close range ran the risk of having to fly through the debris of a damaged or exploding aircraft, thereby damaging his own fighter in the process (much of the damage Hartmann sustained in combat was caused by collision with flying debris). If it was dangerous to dog-fight further he would break off and content himself with one victory. His careful approach was described by himself by the line "See – Decide – Attack – Break": observe the enemy, decide how to proceed with the attack, make the attack, and then disengage to re-evaluate the situation.

[[Image:109g6Hartmann.jpg|thumb|400px|center|Messerschmitt Bf 109 G-6 Erich Hartmann]]

===External Links===
*[http://www.virtualpilots.fi/en/hist/WW2History-Manuals.html English translation of Finnish 109G-6 Pilot's Manual]
*[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]
*[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]
*[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]
*[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109G-6
|image =
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =One
|loadout1-1 =2x 13mm machine guns, 300 rounds/gun
|loadout1-2 =1x 20mm cannon, 150 or 200 rounds
|loadout2-1 =
|loadout2-2 =
|options1 =2x 20mm gondolas, 140 rounds/gun, or 2x 210mm WGr21 rockets
|options2 =1x 300 liter drop tank, or 1x 250kg bomb
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =MW
|perkcost =0
|LWENY =30
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==

The 109G-6 is a popular alternative to the [[G14]] and often people prefer it to the [[F-4]] or [[G-2]] models. There does tend to be a bit of mis-understanding though in regards to the performance of the G-6. The G-6 is actually a worse performer in almost every way than the [[G-2]]. The G-6 is slower, climbs worse, and the extra weight hurt the turn-rate the most. That said, the G-6 has one large advantage, vastly improved firepower, something that to some, more than makes up for everything else.

===Engine Power===

The engine on the 109G-6 imparts pretty good performance and has many of the characteristics of the late [[109]] variants. Speeds at most levels are pretty average, 317mph (336mph [[WEP]]) at sea-level is a little sub-average to what you can expect of most planes. Increases in altitude add to the speed fairly linearly with a good low cruise around 6.5K (~350mph) and a high altitude speed around 22.5K (383mph). WEP adds up to 20mph at low altitudes, but only 8mph at high altitudes. The WEP is really important to the G6 since even with it engaged you are still typically in the lower half of aircraft speed at lower altitudes. WEP burn time before overheating is a generous 9+ minutes, meaning it's easy to abuse the WEP and still have some left over. Climb rate is excellent, as seems typical in most 109s, at 4,300ft/min at low level and holding strong up to 20K (3,400ft/minute). These climb numbers are only a few 100ft off the best in the game and likely rank the G6 in the top 5 for non-perked fighters from 0K-15K. Fuel range is not great on internal fuel, 25 minutes, but the option does exist to add 18 minutes with a drop tank. Typically a drop tank is carried whenever available and used for all WEP climbing and transit to the area of the fight. Do try and take only what internal fuel you really need though since the G6 is already a heavy plane and is noticeably more nimble with light fuel loads (50% or less). Be wary though, use of WEP can burn through 50% internal fuel in only 7 or so minutes. Interestingly, the [[109G-2]] offers better performance in speed and climb than the G6, though this is most likely because of the former's lighter weight

===Aces High II Performance Charts===
[[Image:109g6spd.jpg|300px|Bf 109G-6 speed chart]]
[[image:109g6clmb.jpg|300px|Bf 109G-6 climb chart]]

===Firepower===

Firepower on the G6 is vastly improved over earlier 109s and is the main reason people will move up from the [[G2]] model. The spinner mounts the same 20mm cannon (MG151/20 with 150 or 200 rounds) as in the G2 and [[F4]]. The cowl now mounts a pair of 13mm Mg 131 with 300 rounds/gun, a vast improvement over earlier 109 models and providing a credible backup. Given that they are all mounted so close to the centerline, convergence is not usually that much of an issue and can be set out to longer ranges. That said though, be careful because the ballistic properties of the guns, are such that the effective range still tends to be rather short. For those who want even more firepower, twin wing mounted 20mm MG 151/20 gondolas are an option, each containing 140 rounds. Adding the gondolas leads to a number of problems and too often people forget that when they take them. While adding a better snapshot and anti-bomber firepower, they also adversely affect the handling and performance of the aircraft. [[Head-On]]s are not typically a good idea in 109s.

===Maneuverability===

The G6 has some maneuverability problems, and these are usually exaggerated by the way people overload it even more with heavy options. The G6 is less maneuverable than the [[G2]], significantly. Looking at the 109s in AH, in historical lineage, we see a design that went from the [[E-4]] at 5,875lbs, up to the [[G-14]] at 7,400lbs. The G-6 finds itself at 6,940lbs, certainly on the heavy side and unsurprisingly the plane feels like it is a worse turner than anything other than a [[G14]]. The G-6 still has the pointability to get the job done though, and flown well it can still give a respectable turn display, though it could not be considered strong. All too often pilots overload their aircraft though, and the G6 is probably one of the worst offenders. Too many people almost automatically throw on the gondolas, losing 10mph and adding several hundred pounds more weight in the process. This gives a rather bloated feel to the G6 and makes for a far less maneuverable plane overall. The G6 also doesn't feel quite as stable, possibly because of the repositioning of a lot of weight in new firepower more towards the nose. Roll rate is acceptable at most speeds, though at high speeds it suffers the same as all 109s with very early compression and loss of control. Turn-fighting is not a good idea against even average opponents.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

The Bf109G-6 is probably the second most popular 109 variant in any given month. It fits somewhere between the top of the line [[G14]] model and earlier [[G2]] model and offers an interesting decision to 109 pilots. While the G14 has the ultimate in engine and firepower, the G6 offers performance worse than the G2, but with the same firepower as the G14. Thus, pilots need to decide whether they want to more firepower, or performance, and thus choose either the G6 or G2.

Offensively, the G6 is quite a good plane, and has the weapons to get the job done if you can get yourself into position for a relatively good shot. [[BnZ]]ing is preferred as the G6 doesn't have the straight-line speed to really [[slash attack]], and doesn't have the turn-rate to get into extended turning engagements and almost any speed. [[Energy fighting]] is also typically very good. Excellent climb rates also help you regain lost altitude from repeated [[BnZ]] attacks. Typically people will load the gondolas for this sort of attack since it enables you to get quick kills. Try to get into good position and spend extra time setting up your attack to lead to easier shooting solutions. The cowl weapons also give good service though since there are only a pair of them you may find that you need to spend too much time tracking targets in turns while trying to keep them on target. Consider using the cowl weapons in snapshots to add firepower, hoping for damaging hits that will help you later, or in longer ranged situations where the likelihood of a cannon hit (not an issue if gondolas are not equipped) is remote but you still want to shoot something at the enemy. Don't get suckered into diving for extended periods as the 109G-6 has terrible compression problems. Once in compression you have basically lost all initiative and may be lucky to even escape with your hide.

Defensively is where people tend to have problems in the 109G-6. They get into trouble and then can't find a way out or even a way to prolong the fight long enough to receive help from someone else. The G-6 can't dive away because of high speed compression problems, it can't run away since most planes can catch it reasonably easily, and it can't out-turn even the average turners. Fancy flying can always get the job done, but against an experienced opponent you may find even the best maneuvers countered and exposing you to even more danger. Stay fast, but not too fast, and give yourself some speed and options to maneuver. See if you can extend enough to use your climb rate to gain back advantage in an energy fight, or spiral climb while staying just out of enemy guns as you grab altitude. Eventually you want to make yourself a sour target for someone who is trying to get in close to you and who will break off. Don't pursue, leave and grab back some energy before returning to the fight. If you can, drag enemies to more friendly forces and see if you can't entice the enemy to break off for his own safety.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

A couple of last notes about the G6, the gondolas are great weapons but they reduce performance drastically. Consider leaving the gondolas in the hangar, despite the better snapshot they give. You will need every ounce of speed and maneuvering you have, and it's arguable whether they are worth the extra weight. Too many people get into the habit of overloading the G6 with max fuel and gondolas and turn it into a cement truck.

===Fighting against the {{PAGENAME}}===

The 109G-6 is pretty much the same story as the other 109s but this is probably the one that is easiest to beat most of the time. This 109 is prone to poor maneuverability because it gets overloaded. You'll find many pilots adding the gondolas which moves a lot of weight into the wings. This gets them into a plane that weighs significantly more than a light version and is easily out-turned and out-maneuvered in almost every way. Without the extra power of the [[G14]] you can also find yourself hampered by lack of power to sustained continued maneuvers.

Identify the G6 as quickly as you can because it looks a lot like a G14. The G6 has black-nose art and no spiral painted spinner. Look to see if he has gondolas if you can. Always assume a G6 is packing them. 3 20mm cannons is almost always fatal to a fighter so you can't afford to give even a single good opportunity for the G6 to hit you. A heavy G6 is going to have a top sea-level speed in the low 320mph range, not good.

Offensively, if you suspect he is flying heavy, which is often the case, then try and sucker him into a slow turn-fight. Spiral climb to draw out his speed and then pull maximum turn in order to get around on him. Against most opponents the G6 should have troubles in following a fair turn-rate for long at lower speeds. Don't use pure vertical and zooms as the 109 should still be pretty deadly at that, but looping is fine. [[BnZ]]ing is also very effective since the G6 doesn't turn all that well in evasion and likely can't reverse quickly to force a [[Head-On]] situation. If faced with a Head-On, don't push it unless you have no other options. Even so, take your shot and break off to avoid at D600 or so, that will lessen the likelihood of taking extra 20mm hits at close range. If he has gondolas, hits to the front of your aircraft will likely send you immediately back to the tower. Any 109G6 trying to [[HO]] you is likely packing gondolas. While you may damage his engine and make it unlikely for him to return to base, you won't either if you push the HO to finale.

Defensively, never give him a chance to get a decent shot so don't try for close [[over-shoot]]s since in most cases these will require you to accept at least 1-2 pings from close range. You can be sure that a few 20mm pings at that range is all it takes. Scissors tend to work well at low and high speeds although at medium speeds the G6 can roll reasonably well. This 109 is prone to uncontrolled over-speed dives like all the 109s so if you have room to dive it is unlikely he will even attempt to follow you. If he does and speed reach 500mph then you can be sure that he is basically out of control and struggling to recover. Roll gently to keep him out of aim and then simply turn out of his way. You may even choose to circle and then follow him down and shoot him as he is trying to recover. Don't give up snapshots or even deflection shots if you can help it. The 30mm is not usually a big problem against most pilots in these situations but the twin 13mms are enough to cause damage in brief shots if you are unlucky.

A final thought or two, the G6 needs to be handled carefully. The moment you don't respect the gondola firepower potential is the time it bites you. Fighting a G6 just takes some patience and depending on what you are flying you will usually have either a potential speed advantage, a turn-rate advantage, or maybe even both. Most people so overload the G6 that it becomes like a dumptruck and not a fighter but you can't count on that. The G6 tends to be a plane where the pilot trades all his assets for 1 kill, only to get shot down himself a couple of seconds later.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

</div>

[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

Bf 109G-6

2009-07-08T22:54:07Z

Pervert: /* Erich Hartmann */

{{AHII Aircraft pagesections}}
{{Infobox Aircraft
|name =Bf 109G-6
|image =109g6droptank.jpg
|type =Fighter/attacker
|variantof =[[Bf 109]]
|country =Germany
|manufacturer =Messerschmitt AG
|crew =Single-Seat
|wingspan =
|length =
|height =
|internalfuel =
|nickname =Gustav
}}
__TOC__
==The {{PAGENAME}} in World War II==

===Development===

===Unit Deployment===

===Variants===
* G-6/R2 (Reconnaissance fighter, with MW 50)
* G-6/R3 (Long-range Reconnaissance fighter, with 2 x 300 liter underwing droptanks)
* G-6/trop (Tropicalized fighter)
* G-6/U2 (Fitted with GM-1)
* G-6/U3 ((Reconnaissance fighter)
* G-6/U4 (MK108 Motorkanone 30 mm engine cannon)
* G-6y (Command fighter)
* G-6/AS (High altitude fighter with DB605AS)
* G-6/ASy (High altitude command fighter)
* G-6N (Night fighter, usually with R6 and FuG 350Z Naxos)
* G-6/U4 N (as G-6N but with 30 mm MK 108 Motorkanone engine cannon)

===Designation===
Bf 109 was the official Reichsluftfahrtministerium (German Aviation Ministry, RLM) designation, since the design was submitted by the Bayerische Flugzeugwerke company, and was used exclusively in all official German documents dealing with this aircraft family. The company was renamed Messerschmitt AG after July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company; from that date forward, all Messerschmitt aircraft were to carry the "Me" designation except those already assigned a Bf prefix. Wartime documents from Messerschmitt AG, RLM, and others continued to use both designations, sometimes even on the same page, but there were several RLM orders to deny acceptance of documents carrying the Me prefix for the Bf 109. Me 109 is known to have been the name used in print by Luftwaffe propaganda publications as well as by the Messerschmitt company itself after July 1938, and Luftwaffe personnel, who pronounced it may hundert-neun. The Me 109 ("emm ee one-oh-nine") designation was usually used in the English-speaking world. However, in both wartime and contemporary literature, both the "Bf" and "Me" as well as "ME" prefixes are used. All extant airframes are described as "Bf 109" on identification plates, including the final K-4 models.

===Origins Of 109's Names===
The nicknaming of the 109s Anton Emil Freidrich Gustav Kurfurst etc is based on the German phonetic alphabet of the day relating to the model letter of the aircraft:
Anton, Berta, Caesar, Dora, Emil, Friedrich, Gustav, Heinrich, Ida, Josef ,Kurfurst, Ludwig, Martha, Nordpol, Otto, Paula,
Quelle, Richard, Siegfried, Toni, Ulrich, Viktor, Wilhelm, Xantippe, Ypern, Zeppelin.

===Erich Hartmann===
[[Image:Erich_Hartmann1.jpg | right]]
'''Erich Alfred "Bubi" Hartmann''' (19 April 1922 – 20 September 1993), also nicknamed "'''Bubi'''" by his comrades and "'''The Black Devil'''" by his Soviet enemies, was a German World War II fighter pilot and is the highest scoring flying ace fighter ace in the history of aerial warfare. He claimed 352 aerial victories (of which 345 were won against the Soviet Air Forces Soviet Air Force, and 260 of which were fighters) in 1,404 combat missions. He engaged in aerial combat 825 times while serving with the ''Luftwaffe''. During the course of his career, Hartmann was forced to crash land his damaged fighter 14 times. This was due to damage received from parts of enemy aircraft he had just shot down, or mechanical failure. Hartmann claimed never to have been shot down or forced to land due to fire from enemy aircraft.

Unlike Hans-Joachim Marseille who was a marksman and expert in the art of deflection shooting, Hartmann was a master of stalk-and-ambush tactics. By his own account he was convinced that 80% of the pilots he downed did not even realize what hit them. He relied on the powerful engine of his Bf-109 for high-power sweeps and quick approaches, occasionally diving through entire enemy formations to take advantage of the confusion that followed in order to disengage. His favourite method of attack was to hold fire until extremely close (60ft/20m or less), then unleash a short burst at point-blank range – a technique he learned while flying as wingman of his former commander, Walter Krupinski, who favoured this approach. This technique, as opposed to long-range shooting, allowed him to:

* reveal his position only at the last possible moment
* compensate for the low muzzle velocity of the slower firing 30 mm MK 108 cannon equipping some of the later Bf 109 models (though most of his victories were claimed with Messerschmitts equipped with the high velocity MG 151 cannon)
* place his shots accurately with minimum waste of ammunition
* prevent the adversary from taking evasive actions

However, firing at close range ran the risk of having to fly through the debris of a damaged or exploding aircraft, thereby damaging his own fighter in the process (much of the damage Hartmann sustained in combat was caused by collision with flying debris). If it was dangerous to dog-fight further he would break off and content himself with one victory. His careful approach was described by himself by the line "See – Decide – Attack – Break": observe the enemy, decide how to proceed with the attack, make the attack, and then disengage to re-evaluate the situation.

[[Image:109G6Hartmann.jpg|thumb|400px|center|Messerschmitt Bf 109 G-6 Erich Hartmann]]

===External Links===
*[http://www.virtualpilots.fi/en/hist/WW2History-Manuals.html English translation of Finnish 109G-6 Pilot's Manual]
*[http://www.cockpitinstrumente.de/index.htm Luftwaffe and Bf109 cockpit resource(German)]
*[http://www.warbirdsresourcegroup.org/LRG/hanstate.html Hans-Joachim Marseille by Major Robert Tate, USAF]
*[http://www.acesofww2.com/germany/aces/Hartmann.htm An excellent read, interview of Erich Hartmann]
*[http://www.virtualpilots.fi/hist/WW2History-ErichHartmann.html#p51vshartmann Possibly spurious yet highly captivating account of an American pilot's encounter with a German fighter ace beleived to be Hartmann]

<div style="clear:right;background-color:#F3F3E0;padding:1em;border:1px solid #999">
{{Infobox AH Aircraft
|name =Bf 109G-6
|image =
|type =Fighter/attacker
|variantof =[[Bf 109]]
|crew =One
|loadout1-1 =2x 13mm machine guns, 300 rounds/gun
|loadout1-2 =1x 20mm cannon, 150 or 200 rounds
|loadout2-1 =
|loadout2-2 =
|options1 =2x 20mm gondolas, 140 rounds/gun, or 2x 210mm WGr21 rockets
|options2 =1x 300 liter drop tank, or 1x 250kg bomb
|options3 =
|options4 =
|options5 =
|options6 =
|options7 =
|earliestMA =MW
|perkcost =0
|LWENY =30
|carrier =no
}}

==The {{PAGENAME}} in Aces High II==

The 109G-6 is a popular alternative to the [[G14]] and often people prefer it to the [[F-4]] or [[G-2]] models. There does tend to be a bit of mis-understanding though in regards to the performance of the G-6. The G-6 is actually a worse performer in almost every way than the [[G-2]]. The G-6 is slower, climbs worse, and the extra weight hurt the turn-rate the most. That said, the G-6 has one large advantage, vastly improved firepower, something that to some, more than makes up for everything else.

===Engine Power===

The engine on the 109G-6 imparts pretty good performance and has many of the characteristics of the late [[109]] variants. Speeds at most levels are pretty average, 317mph (336mph [[WEP]]) at sea-level is a little sub-average to what you can expect of most planes. Increases in altitude add to the speed fairly linearly with a good low cruise around 6.5K (~350mph) and a high altitude speed around 22.5K (383mph). WEP adds up to 20mph at low altitudes, but only 8mph at high altitudes. The WEP is really important to the G6 since even with it engaged you are still typically in the lower half of aircraft speed at lower altitudes. WEP burn time before overheating is a generous 9+ minutes, meaning it's easy to abuse the WEP and still have some left over. Climb rate is excellent, as seems typical in most 109s, at 4,300ft/min at low level and holding strong up to 20K (3,400ft/minute). These climb numbers are only a few 100ft off the best in the game and likely rank the G6 in the top 5 for non-perked fighters from 0K-15K. Fuel range is not great on internal fuel, 25 minutes, but the option does exist to add 18 minutes with a drop tank. Typically a drop tank is carried whenever available and used for all WEP climbing and transit to the area of the fight. Do try and take only what internal fuel you really need though since the G6 is already a heavy plane and is noticeably more nimble with light fuel loads (50% or less). Be wary though, use of WEP can burn through 50% internal fuel in only 7 or so minutes. Interestingly, the [[109G-2]] offers better performance in speed and climb than the G6, though this is most likely because of the former's lighter weight

===Aces High II Performance Charts===
[[Image:109g6spd.jpg|300px|Bf 109G-6 speed chart]]
[[image:109g6clmb.jpg|300px|Bf 109G-6 climb chart]]

===Firepower===

Firepower on the G6 is vastly improved over earlier 109s and is the main reason people will move up from the [[G2]] model. The spinner mounts the same 20mm cannon (MG151/20 with 150 or 200 rounds) as in the G2 and [[F4]]. The cowl now mounts a pair of 13mm Mg 131 with 300 rounds/gun, a vast improvement over earlier 109 models and providing a credible backup. Given that they are all mounted so close to the centerline, convergence is not usually that much of an issue and can be set out to longer ranges. That said though, be careful because the ballistic properties of the guns, are such that the effective range still tends to be rather short. For those who want even more firepower, twin wing mounted 20mm MG 151/20 gondolas are an option, each containing 140 rounds. Adding the gondolas leads to a number of problems and too often people forget that when they take them. While adding a better snapshot and anti-bomber firepower, they also adversely affect the handling and performance of the aircraft. [[Head-On]]s are not typically a good idea in 109s.

===Maneuverability===

The G6 has some maneuverability problems, and these are usually exaggerated by the way people overload it even more with heavy options. The G6 is less maneuverable than the [[G2]], significantly. Looking at the 109s in AH, in historical lineage, we see a design that went from the [[E-4]] at 5,875lbs, up to the [[G-14]] at 7,400lbs. The G-6 finds itself at 6,940lbs, certainly on the heavy side and unsurprisingly the plane feels like it is a worse turner than anything other than a [[G14]]. The G-6 still has the pointability to get the job done though, and flown well it can still give a respectable turn display, though it could not be considered strong. All too often pilots overload their aircraft though, and the G6 is probably one of the worst offenders. Too many people almost automatically throw on the gondolas, losing 10mph and adding several hundred pounds more weight in the process. This gives a rather bloated feel to the G6 and makes for a far less maneuverable plane overall. The G6 also doesn't feel quite as stable, possibly because of the repositioning of a lot of weight in new firepower more towards the nose. Roll rate is acceptable at most speeds, though at high speeds it suffers the same as all 109s with very early compression and loss of control. Turn-fighting is not a good idea against even average opponents.

Flap speeds are 195, 185, 175, 165, and 155 IAS.

===Fighting in the {{PAGENAME}}===

The Bf109G-6 is probably the second most popular 109 variant in any given month. It fits somewhere between the top of the line [[G14]] model and earlier [[G2]] model and offers an interesting decision to 109 pilots. While the G14 has the ultimate in engine and firepower, the G6 offers performance worse than the G2, but with the same firepower as the G14. Thus, pilots need to decide whether they want to more firepower, or performance, and thus choose either the G6 or G2.

Offensively, the G6 is quite a good plane, and has the weapons to get the job done if you can get yourself into position for a relatively good shot. [[BnZ]]ing is preferred as the G6 doesn't have the straight-line speed to really [[slash attack]], and doesn't have the turn-rate to get into extended turning engagements and almost any speed. [[Energy fighting]] is also typically very good. Excellent climb rates also help you regain lost altitude from repeated [[BnZ]] attacks. Typically people will load the gondolas for this sort of attack since it enables you to get quick kills. Try to get into good position and spend extra time setting up your attack to lead to easier shooting solutions. The cowl weapons also give good service though since there are only a pair of them you may find that you need to spend too much time tracking targets in turns while trying to keep them on target. Consider using the cowl weapons in snapshots to add firepower, hoping for damaging hits that will help you later, or in longer ranged situations where the likelihood of a cannon hit (not an issue if gondolas are not equipped) is remote but you still want to shoot something at the enemy. Don't get suckered into diving for extended periods as the 109G-6 has terrible compression problems. Once in compression you have basically lost all initiative and may be lucky to even escape with your hide.

Defensively is where people tend to have problems in the 109G-6. They get into trouble and then can't find a way out or even a way to prolong the fight long enough to receive help from someone else. The G-6 can't dive away because of high speed compression problems, it can't run away since most planes can catch it reasonably easily, and it can't out-turn even the average turners. Fancy flying can always get the job done, but against an experienced opponent you may find even the best maneuvers countered and exposing you to even more danger. Stay fast, but not too fast, and give yourself some speed and options to maneuver. See if you can extend enough to use your climb rate to gain back advantage in an energy fight, or spiral climb while staying just out of enemy guns as you grab altitude. Eventually you want to make yourself a sour target for someone who is trying to get in close to you and who will break off. Don't pursue, leave and grab back some energy before returning to the fight. If you can, drag enemies to more friendly forces and see if you can't entice the enemy to break off for his own safety.

Trim in a 109 is an important consideration and becoming familiar with the full range of trim available and knowing when to use it largely removes the 109's weakness of poor control response at high speed. Whenever your speed falls to a controllable level you can quickly restore normal trim settings using CTRL+X. Trim can be used as a supplement to stick input and with a bit of practice can be used instinctively to accurately aim the 109 or stay on a cons 6 at high speed. The trim keys are:

Elevator up = K
Elevator down = I
Rudder left = J
Rudder right = L
Aileron left = M
Aileron right = , (comma key)

Note: trimming does not add extra turning ability, trimming is done in Aces High by moving your
existing control surfaces not by adjusting trim tabs. Trim only overcomes the simulated heavy control surfaces at high speeds.

A couple of last notes about the G6, the gondolas are great weapons but they reduce performance drastically. Consider leaving the gondolas in the hangar, despite the better snapshot they give. You will need every ounce of speed and maneuvering you have, and it's arguable whether they are worth the extra weight. Too many people get into the habit of overloading the G6 with max fuel and gondolas and turn it into a cement truck.

===Fighting against the {{PAGENAME}}===

The 109G-6 is pretty much the same story as the other 109s but this is probably the one that is easiest to beat most of the time. This 109 is prone to poor maneuverability because it gets overloaded. You'll find many pilots adding the gondolas which moves a lot of weight into the wings. This gets them into a plane that weighs significantly more than a light version and is easily out-turned and out-maneuvered in almost every way. Without the extra power of the [[G14]] you can also find yourself hampered by lack of power to sustained continued maneuvers.

Identify the G6 as quickly as you can because it looks a lot like a G14. The G6 has black-nose art and no spiral painted spinner. Look to see if he has gondolas if you can. Always assume a G6 is packing them. 3 20mm cannons is almost always fatal to a fighter so you can't afford to give even a single good opportunity for the G6 to hit you. A heavy G6 is going to have a top sea-level speed in the low 320mph range, not good.

Offensively, if you suspect he is flying heavy, which is often the case, then try and sucker him into a slow turn-fight. Spiral climb to draw out his speed and then pull maximum turn in order to get around on him. Against most opponents the G6 should have troubles in following a fair turn-rate for long at lower speeds. Don't use pure vertical and zooms as the 109 should still be pretty deadly at that, but looping is fine. [[BnZ]]ing is also very effective since the G6 doesn't turn all that well in evasion and likely can't reverse quickly to force a [[Head-On]] situation. If faced with a Head-On, don't push it unless you have no other options. Even so, take your shot and break off to avoid at D600 or so, that will lessen the likelihood of taking extra 20mm hits at close range. If he has gondolas, hits to the front of your aircraft will likely send you immediately back to the tower. Any 109G6 trying to [[HO]] you is likely packing gondolas. While you may damage his engine and make it unlikely for him to return to base, you won't either if you push the HO to finale.

Defensively, never give him a chance to get a decent shot so don't try for close [[over-shoot]]s since in most cases these will require you to accept at least 1-2 pings from close range. You can be sure that a few 20mm pings at that range is all it takes. Scissors tend to work well at low and high speeds although at medium speeds the G6 can roll reasonably well. This 109 is prone to uncontrolled over-speed dives like all the 109s so if you have room to dive it is unlikely he will even attempt to follow you. If he does and speed reach 500mph then you can be sure that he is basically out of control and struggling to recover. Roll gently to keep him out of aim and then simply turn out of his way. You may even choose to circle and then follow him down and shoot him as he is trying to recover. Don't give up snapshots or even deflection shots if you can help it. The 30mm is not usually a big problem against most pilots in these situations but the twin 13mms are enough to cause damage in brief shots if you are unlucky.

A final thought or two, the G6 needs to be handled carefully. The moment you don't respect the gondola firepower potential is the time it bites you. Fighting a G6 just takes some patience and depending on what you are flying you will usually have either a potential speed advantage, a turn-rate advantage, or maybe even both. Most people so overload the G6 that it becomes like a dumptruck and not a fighter but you can't count on that. The G6 tends to be a plane where the pilot trades all his assets for 1 kill, only to get shot down himself a couple of seconds later.

===External Links===
[http://members.shaw.ca/soda_p/models.htm Soda's Aircraft Evaluations]

[http://gonzoville.com/ahcharts/index.php Aces High Fighter Perfomance Comparison]

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[[Category:Aircraft of WWII]]
[[Category:Aircraft of Aces High II]]

File:109g6Hartmann.jpg

2009-07-08T22:53:20Z

Pervert: Hartmann G6

Hartmann G6