Games PC JANE S-WORLD WAR II FIGHTERS User Manual
WORLD WAR II FIGHTERS
CONTENTS
Air War in Western Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Museum Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
The Exhibitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Welcome Desk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Info Room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Hanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
War Room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Jane’s WW II Fighters Museum Collection . . . . . . . . . . . . . . . . . 22
Other Aircraft on the Western Front . . . . . . . . . . . . . . . . . . . . . . 41
Basics of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Physics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Movement Vectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Control Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Basic Flight Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Combat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Air-to-Air Combat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Air-to-Ground Combat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Credits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
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AIR WAR IN WESTERN EUROPE
AIR WAR
in Western Europe
AIR WAR COMES OF AGE
In the First World War, air power emerged as a dramatic new dimension of
combat. German dirigibles had bombed London, causing panic. Biplanes
and triplanes soared, locked in dogfights over the trenches of France. The
men flying the fragile airplanes cut a romantic figure as they rose into the
sky. In an era full of fear at the regimentation and mass movement of man,
they were a welcome throwback to the knights of old, charging into
enemy lines either single-handedly or in small squadrons. Among even the
most bitter opponents, there was an almost medieval code of chivalry.
Aces such as Baron Manfred von Richthofen (the legendary Red Baron)
and his successor Hermann Goering became worldwide celebrities.
Urban devastation: the dream of Douhet and other prophets of air power.
While capturing the imagination, these initial air ventures had little effect
on the course of the war. Soon after the conflict ended, however, hints of
the future began to emerge. Stronger engines and better designs made new
strategies possible. The planes became bigger and faster, and were able to
carry heavier loads. The implications of these advances were set forth with
chilling vision by Italian Guilio Douhet, in his 1921 book Command of the
Air. He declared the era of ground war over; from now on war could be
fought and won in the air. Douhet proposed huge flying bombers that
could penetrate far behind lines of battle—bypassing the trench warfare
that had slowly eaten the morale of First World War armies—and pulverize enemy cities. The resulting panic and destruction would demoralize
one’s opponent and bring any war to a speedy conclusion.
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British and American designers read Douhet’s theories closely. Both began
designing large, long-range bombers with the intent, should war come, of
taking combat deep inside enemy lines. Both met strong internal
resistance to such a strategy: the thought of slaughtering huge numbers of
civilians was repugnant to the leadership, especially the American government of Roosevelt. It would be an ironic twist that those most reluctant
would be the ones most successful at wholesale urban destruction,
culminating in the atomic annihilation of Hiroshima and Nagasaki.
Equally ironic was that those who would goad the Allies into such devastation never put much stock in Douhet’s book. Germany’s rebuilt air power
concentrated on the bomber as battlefield support, and their planes were
accordingly smaller and with much shorter range. In the initial sweep of
war, this would be highly successful. When the time came for attempts at
behind-the-lines civilian assault, those most eager to decimate populations
would find their air power poorly equipped to help in the project.
AIR POWER AND THE SECOND WORLD WAR
A vast Allied bomber armada heads for Hitler’s Reich.
As the Second World War progressed, the theories of Douhet and another
early champion of air combat potential, American William “Billy”
Mitchell, would be tested to their utmost. Some ideas proved accurate;
others had results far different than those envisioned. Douhet’s belief that
urban bombing would demoralize a nation proved quite incorrect when
Germany attempted to level British cities in the Battle of Britain. In fact, it
united the British people and hardened their resolve to see the war
through to its conclusion. Oddly enough, the British leadership failed to
learn its own lesson and followed the exhortations of another air power
devotee, Arthur “Bomber” Harris, perhaps the war’s most zealous advocate
of massive civilian bombing. He was convinced that the German people,
unlike his own island’s residents, would crumble and blame their leaders
for disaster if subjected to horrific raids. While the economic and strategic
results of the massive Allied bombing effort can be argued, the German
civilians, like their British counterparts, simply dug in and endured.
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If civil collapse was not achieved, Britain alone could not accomplish the
other goals of large-scale bombing. It took the entry of the United States
into the war for the two nations to combine efforts and strategies and
impact the German military machine in a decisive manner. Britain favored
night time raids; America confidently chose daylight. Together this roundthe-clock bombing strategy aimed to pummel German industry into the
ground, and force the Luftwaffe into a defensive position, thus depriving
German forces on the front lines of air support.
A burden to bombing strategy was the distance which the planes had to
travel. Though equipped with some gun turrets, the bombers were easy
targets for fast-moving fighter planes which rose to meet the attack. For
raids along the nearby fringes of enemy territory, friendly fighters could fly
as escort to the larger planes and fly out to engage enemy fighters. As Allied
raids aimed deeper and deeper into German territory, however, the fuel
capacity of their fighters forced the tiny planes to turn back often well
before the bombers were over their prime targets. Left on their own, the
bomber losses were staggering. Champions of heavy bombing such as Harris and American General Carl Spaatz found themselves hard-pressed to
justify the losses against the questionable levels of damage inflicted to German military potential.
One result of the Allied bombing offensive that was an unqualified success
was its effect on the Luftwaffe. At a time when the tides of battle were turning against Germany, an air force designed for offense and ground support
in the field of battle was instead forced to stay on home turf and defend
industry and urban sites against an ever-growing enemy swarm. The
attrition rate for Allied flyers was horrifying, but the sheer manpower
available to the Allies meant losses could be replaced. Germany’s losses
were crippling. Skilled pilots were replaced by men who, due to time
constraints and scarcity of fuel, had little training. No matter what
“miracle weapons” Hitler’s weaponers might design, the skills of those
flying them ensured the impact of those wonders would be minimal.
AIR WAR: 1943–44
All across the western front in 1943, air power was playing a critical role.
The early mistake Hermann Goering, architect of German air power, made
in emphasizing smaller bombers for troop support was now apparent as
the four-engine long range bombers of the Allies roared over Germany. At
the war’s start, it was the Luftwaffe inspiring terror while screaming over
foreign skies. Now, over its own territory, Goering’s air force fought a desperate battle with an enemy growing in strength and confidence.
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In late 1942, the Allies escalated saturation bombing to round-the-clock
bombing. The British would fly over German cities by night and do their
best to utterly destroy them. By day, American bombers would attempt to
pinpoint more strategic targets and cripple German industry. American
faith in its bombing sights was misplaced, however: the height their planes
had to fly to avoid anti-aircraft artillery often negated any accuracy those
sights might provide. Bombs often fell miles from their target.
An American Liberator succumbs to German air defenses.
In summer 1943 the Allies bombed Hamburg for four consecutive nights,
taking 40,000 lives and creating a huge firestorm. The citizens—those who
survived—were stunned and numbed, but did not turn on their leaders. In
August, American planes from Libyan bases reached Ploesti, Romania’s
huge oil facility. As they flew over the Balkans, wave after wave of Luftwaffe fighters rose and hammered them. A quarter of the men on the mission died. Slightly more than one-sixth of the planes survived or were able
to be flown again. The facilities were soon repaired and operational.
For both sides, losses were terrible. The Luftwaffe were losing pilots at a
speed too great to replace. By late 1943, most planes rising to meet the
huge fleets of Allied bombers with their swarms of fighter support were
piloted by men with much less training, let alone battle experience. As for
the Allies, their fighter planes could not make the longer journeys to support the bombers. As better fighters were built and their range increased,
more German targets could be reached, but at a certain point, they had to
turn back—and then the Luftwaffe and its speedy planes could tear the
bombers to pieces. It would not be until 1944 that additional gas tanks
called ‘drop tanks’ would enable Allied fighters such as the P-51 Mustang
to penetrate deep into Nazi territory and destroy the Luftwaffe.
Equally dreaded was the 88 mm antiaircraft gun. Closely concentrated,
dug in near vital industrial areas and other targets sure to attract Allied air
raids, Flak guns may have taken out more bombers than the Luftwaffe
throughout the course of the war.
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Amazingly, though fuel and pilots were scarce, fighter production continued
to rise in Germany. Hitler’s new minister of production, Albert Speer, had
reorganized the economy and cut as best he could through the multiple
layers of squabbling bureaucracies to actually increase all-around military
production. This in the face of round-the-clock bombing raises questions
as to the strategic, as opposed to propagandistic, value of the constant raids.
One definite result of round-the-clock bombing was that the Luftwaffe was
being slowly bled dry. While not destroying German industry, the bombing strategy had pinned Goering’s forces down on the home front. While
more planes were being built, they couldn’t keep pace with the losses
sustained against the Allies. Hitler began putting more and more hope—
and more and more resources—into a host of experimental weapons he
believed would turn the tide again to his favor. Goering, desperate to
regain favor, encouraged his Führer in those dreams. And in the East, the
loss of air support to defense over Germany left the Wehrmacht open to
the grinding, inexorable advance of the Red Army.
COUNTDOWN TO INVASION
By now the path of the war had become plain, like a hideous ballet whose
choreography had been planned and now must be followed through. German High Command knew that eventually the Western Allies were going
to strike across the English Channel and fortifications were accordingly
built. Generalfeldmarschall Erwin Rommel, considered one of Germany’s
best generals, was brought north from overseeing the occupation of what
was left of Mussolini’s regime to supervise the anticipated defense of the
beaches. He immediately began construction of an elaborate series of
defenses. If invasion came, he thought, and the Allies could be repelled on
the beaches, it would be years before they could muster another assault.
B-17s unload their “sticks” on the target.
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WORLD WAR II FIGHTERS
Hitler too hoped for a decisive blow on the beaches. In the face of the
crushing defeats being dealt the Wehrmacht in the East, he was still
convinced he could triumph over his enemies. He moved many of his best
divisions to France and the Low Countries to wait for the invaders and
smash them on the beaches. From there, holding them in the Italian
bottleneck would be easy. Full force could be concentrated on the Soviets,
who would then crumble. Hitler could then choose the time and place for
his victorious attack against the West.
Unfortunately for the Führer, his visions of destiny combined poorly with
faulty Nazi intelligence gathering. Allied diversions led German High
Command to grossly overestimate the size of the invasion force gathering
in England. Thus, more German divisions were held down in France, just
as the Red Army was hitting high gear in its most brutal offensives yet. Further Allied deception tricked Rommel into positioning most of the finest
armor and best troops far away from the actual landing point. As newlyappointed Supreme Allied Commander Dwight D. Eisenhower polished
plans for a Normandy landing, the best Germany could throw against an
attacker was waiting to the east, convinced the Allies would make a straight
line from Dover to Pas de Calais. Any landings to the west, thought Rommel, were diversionary attacks to be disregarded and dealt with later.
Meanwhile, Allied round-the-clock bombing continued its relentless pounding of the German landscape. The Luftwaffe was slowly being whittled away.
Though Albert Speer was achieving sinister miracles in keeping armaments
production high, damage to transportation infrastructure and the massive
consumption of fuel by units engaged to the south and east meant that
poorly trained pilots were rising to meet Allied flyers. The few skilled German pilots left were busy testing the secret weapons Hitler was always
boasting of, the weapons that in his wild inner world would turn the tide
of war. Allied bombs had hindered development of his V-2, the world’s first
rocket weapon, with which he hoped to bring the Blitz back to London.
With their debut put off by a year, the Führer instead demanded a renewed
conventional bombing assault on England at the start of 1944. The Luftwaffe
thus squandered precious planes on a futile “Baby Blitz”, as Londoners
called it. Until May 1944, a force of 500 bombers inflicted minimal damage
as Allied air defenses blasted more than half of them out of the sky.
In the East, the Red Army continued slowly steamrolling over the
Wehrmacht. Their 1943–44 winter offensive gave the Germans no rest. By
spring 1944, Germany was in full retreat in the East. The Soviets had their
choice of where to strike first. Reinforcements poured into the Red Army;
its Ural industrial base, untouched by Axis assault, sent a steady stream of
weaponry toward the front. The Germans in the East, on the other hand,
were increasingly desperate. Reinforcements and new weaponry were
being sent westward, to guard the beaches of France. Partisans roamed
behind the lines freely, pinning down Nazi troops, destroying supply lines
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AIR WAR IN WESTERN EUROPE
and communications. Years of slaughtering Soviet officers and starving
prisoners of war had made their enemy a merciless, furious foe. No German wanted to be taken prisoner by the Red Army. It was a virtual death
sentence.
In Italy, the first of the Axis nations to be invaded, the Allies saw a much
slower advance. Given terrain, climate, and the proximity to the Reich
itself, the German defense was more tenacious, despite the Italian populace’s
eager embrace of the Allied assault. The fighting was slow, torturous, and
bloody, with only more devastation likely as the Allies would slug their
way up the narrow peninsula. But as Italy and her liberators looked ahead,
the only thing that could shorten the bloodshed was on the horizon: the
attack from the west. The time had come at last for D-Day.
D-DAY
Gliders carrying troops into Normandy.
Operation Overlord, the largest amphibious assault ever undertaken,
began on June 5, 1944, during a break in an unexpected storm which nearly forced Supreme Allied Commander Dwight D. Eisenhower to call off the
invasion. Due to amazingly successful Allied deception as well as the
bureaucratic stupidities and inept intelligence-gathering of the Germans,
the landings were a surprise.
Massive air power had been called in. For weeks, bombing runs had been
softening up the coastal defenses, and surveillance flights had pinpointed
the major installations. Even Arthur “Bomber” Harris put aside his usual
obsession with terror bombing and committed his forces to aiding the
invasion, devastating the rail lines and infrastructure Germany needed if it
was to respond quickly to the assault. Allied fighters and bombers ruled the
skies: the Luftwaffe’s ill-advised “Baby Blitz” had left it even weaker than
it already was, and the landing sites were all within range of fighters based
in England.
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The Germans were taken in by almost every Allied diversion. Dummy
parachutists convinced Rommel that his instincts were correct: the forces
landing at Normandy were simply a diversionary attack. He refused to be
fooled; his main forces, including prized panzer divisions which might
have blown the landing troops to pieces, remained to the east, and would
stay there for crucial days to come. Surely the main landing would come
at one of the strategic harbors the Germans held, and had built impenetrable defenses around. What Rommel didn’t know was that the Allies had
built two floating harbors of their own, and that these huge devices were
on their way across the channel.
American Thunderbolts meet French livestock on a temporary runway.
The key to victory was landing as many forces as fast as possible, and the
Allies succeeded brilliantly. Before the Germans realized the main invasion
really was happening and could get reinforcements to contain the beachheads, the floating harbors had unloaded artillery, armor, and thousands
of men. Even a terrific storm’s destruction of one of the artificial harbors
on June 19 couldn’t help the Germans. The first day’s hesitations cost
them the battle. Their numerical superiority in troops and armor was too
slowly deployed, and their air defenses had been shattered by wave after
wave of Allied planes.
Still, the destruction was terrible. The defenders gave ground grudgingly,
fighting field by field, inflicting heavy losses on Americans in the west and
the British further east. But after bitter initial fighting, by the 14th the
Americans, under the colorful General George Patton, had broken through
German lines and drove toward Cherbourg, which fell on the 26th. The
Allies now had a true harbor through which they could pour weaponry
and supplies. The Nazis had done their best to destroy the city and its harbor, but within three weeks Cherbourg was beginning to unload further
invasion forces.
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The Allies had firmly established themselves on the continent, though
progress was slower than initially anticipated. Field Marshal Bernard
Montgomery, the hero of El Alamein, the crucial battle which turned the
tide against Germany in North Africa, was unwilling to take the heavy losses a major British push would entail. The Americans to the west found
themselves in terrain which hindered the advance of their heavy armor.
Once they attached gigantic spikes to the front of their tanks, however,
they could go off road again, punching through the hedgerows of northern France and into the face of the ferociously-resisting Germans.
As American armor hammered in the west, to their east, Nazi armor was
doing its best to push the British back to the beaches. But from the air
came swarms of Allied fighters and bombers, pinning the tanks in their
positions, making movement slow and deadly. Round-the-clock air attacks
from Allied planes and futile offensives had left the Luftwaffe, in the hour
it was most needed, outnumbered and outgunned.
From Berlin, Hitler made a confusing situation worse, issuing contradictory orders, berating, ignoring, and overruling his generals. He refused calls
for a counterattack against the menacing American armor which threatened to buckle the entire defensive line in France. He didn’t want to risk
the army; instead it began to be whittled and chipped away as it was slowly pushed back, with no reserves to replace the losses.
Meanwhile, his fervent belief in his secret weapons program finally bore
fruit in mid-June. The first V-1’s, pilotless jet planes loaded with explosives,
began falling on London. Although the appearance of these odd bombs
were a blow to British morale—Churchill even demanded retaliatory poison gas attacks, but was overruled by the Americans—actual damage was
nowhere near as great as Hitler envisioned. The V-1’s were easily shot
down, and many others missed their London target. Panic did not set in;
London was not evacuated; the Allied war effort continued unhindered.
Once again Douhet’s predictions failed to come true. The weapons
designed to suddenly win the war only hurried the Allies to break out of
the Normandy beach heads to reach the V-1 launch sites.
Nazi generals finally got the hint that Normandy was, indeed, the big landing by late July and began moving their long-sidelined armor from Pas de
Calais to intercept American tanks. By then the difficult terrain was behind
Patton’s forces, however, and open country well-suited for armor was now
before the audacious general. Hitler finally agreed to a counterattack at
Mortain, and issued orders to strike—orders which were intercepted and
decoded by the Allies, who had broken almost all the German codes and
knew exactly when and where the attack was to come. Allied air power,
combined effectively with the ground troops, stopped the assault in its
tracks. As the Americans pummeled their attackers, the British and Canadians previously pinned down by those German troops moved south. Had
Montgomery not once again been too cautious and held back his best
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WORLD WAR II FIGHTERS
troops, the Germans would have been trapped and annihilated in another
Stalingrad. As it was, many of them escaped, although with huge losses in
life and equipment. By late August, the British were clearing Belgium and
capturing the V-1 launch sites, and to the south, defying Hitler’s orders to
level the city, Gen. von Choltitz pulled out of Paris. On August 25, advancing American troops held back and let Charles de Gaulle’s Free French
forces liberate their long-suffering capital. Ten days earlier, more Allied
troops had struck from the south, landing on the French Mediterranean
coast. Churchill had heatedly opposed this operation, pushing instead for
continued pressure in Italy. Given the choice of advancing slowly to an
Alps range filled with Nazis armed to the teeth or seizing the ports of Marseilles and Toulon, Eisenhower understandably overruled the British prime
minister’s strategy.
The German lines were crumbling. From the Low Countries to the Swiss
frontier, Allied troops were racing toward the borders of the Reich. Hitler
grudgingly allowed the troops in the south of France to pull back and
avoid encirclement. Almost all of France had been taken in two months’
fighting. With the Nazi armies went the wartime French government based
in Vichy. Coming to power through French defeat, they now faced disaster of their own as France was freed, having tied themselves to the fate of
their conquerors. From southwest Germany, they watched as the Wehrmacht abandoned France and regrouped along the border, holding as many
Low Country ports as it could.
That holding of ports became ever more troublesome for the Allies as 1944
progressed. While Cherbourg was slowly being cleared, other liberated
ports such as Brest had been so badly wrecked by the retreating Germans
that they were unusable. As Germany’s supply lines shortened, lessening
the strain on its battered infrastructure, the Allied lines stretched forward,
with huge levels of troops, planes, tanks, and artillery to maintain. The
damage they had done to infrastructure to cripple Nazi supply lines now
haunted them. The only thing that helped them get as far as they did
before supply became a major issue was the valiant drivers of a massive
convoy of trucks laden with fuel and weapons which came to be called the
Red Ball Express. A round-the-clock substitute for the ruined rails ran nearly 90,000 tons of supplies from the landing beaches of Normandy deep
into France in the space of a few weeks.
By the time the Allies were closing in on the Reich, even that fuel was running low. Patton and Montgomery bickered over who should get the last
fuel reserves and push ahead. Eisenhower sided with the difficult British
general, who planned to force his way across the Rhine into Holland,
allowing the Allies to exploit the great harbor of Antwerp, which the
British had seized virtually intact. Montgomery swung from his usual toocautious approach to overconfidence. Ignoring warnings of strong German
armor nearby, he ordered a parachute brigade dropped behind enemy
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AIR WAR IN WESTERN EUROPE
lines—and on the other side of town from the Arnhem bridge the paratroopers were to seize. The Germans cut them off, drove them away from
the bridge, and shot them to pieces. Only a fifth of them survived to
become prisoners or escape back across the Rhine.
Surprised by the stiffening German resistance, stunned by Montgomery’s
defeat, and above all, desperately low on fuel, the Allied advance slowed as
autumn progressed. Eisenhower had hoped for an end to war in Europe by
autumn; an obstinate Reich had held out. The Allies would have to wait
until spring—winter was coming, and conditions would be too poor for
any major offensive on the Western front. Eisenhower’s only solace was
that, given the weather and the continuous beating Germany was taking
in the East, at least Hitler couldn’t launch any counterattacks either.
THE ARDENNES OFFENSIVE
Allied medium bombers over “The Bulge.”
Hitler counterattacked on December 16, 1944, stunning the Allies by sending forth troops and armor under cover of fog and cold. Now, with the
Eastern front in collapse and his final attempts at terror bombing London
out of the war proven futile, he decided on a final, furious offensive that
might change the course of the war.
While on the Eastern front the amount of territory between Germany and
the Soviets was ample, in the West the front was uncomfortably close to
the Reich’s industrial base. While there might be time to stall and regroup
against the Soviets, there was little time to waste before the Allies would be
in the vital Ruhr region. Thus, as entire armies were being annihilated on
the Polish frontier, Hitler massed more than twenty divisions of new
troops and equipment in the West, augmenting it with the last reserves of
manpower he could find within the Reich. Total mobilization had finally
been declared by Speer. Now 16-year-old boys sat in the cockpits of the
Luftwaffe’s fighters and filled the ranks of German rifle companies.
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WORLD WAR II FIGHTERS
Hitler planned to deliver a stunning, crushing blow, pushing the Allies
across the Channel in a second Dunkirk. This new Blitzkrieg would
undoubtedly be so successful that it would end in time to switch the forces
back to the East before the Soviet winter offensive would begin. Hitler’s
estimation of the Allies, especially the Americans who now made up the
bulk of the force in the West, was that they were a weak-willed assembly,
ready to crack with the first serious defeat. For the third time in less than
fifty years, Germany planned a sudden attack through the Low Countries.
Allied intelligence summed up the Wehrmacht as a spent force, unable to
muster anything beyond a tenacious but doomed defense. Over the skies
of Germany, Allied bombers flew virtually unopposed, pulverizing cities
with impunity. The vast resources of Ukraine and Romania were in Soviet
hands; only the oil fields of Hungary remained for Hitler to draw upon.
The Allied lines were drawn thin across the Ardennes forest, but could
hold firm until supplies arrived and a spring offensive could begin.
It was with this mutual underestimation that the last Nazi offensive began.
In cold and snow, through the heavy woods of Luxembourg and Belgium,
a 400,000 man German force slammed into a front guarded by 80,000
Americans who were outnumbered in tanks and (by a more than four-toone ratio) artillery. In the long-gone days of 1940, the attack would have
waited for a clear day, so that the mighty Luftwaffe could first bludgeon
the enemy from the air. In 1944, the Germans instead counted on poor
weather to keep the Allied air forces’ far superior strength on the ground.
American ground crewmen prepare a holiday gift for the enemy.
The Americans were caught totally off-guard. Eisenhower scrambled to move
forces to the Ardennes as two divisions were destroyed and others were
pushed back toward the strategic town of Bastogne. A division of US paratroopers secured the town just in time; the Germans surrounded it but
failed to take it. This slowed the advance toward the Meuse River, giving
American armor time to regroup and stop the attack on the water’s east side.
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AIR WAR IN WESTERN EUROPE
To the south sat the American 3rd Army. Patton had been waiting for the
fuel to take his attack east into Germany. When the sudden offensive
began, Allied command was alarmed at the sparse defenses in the German
path, and the time it would take distant reinforcements to arrive. To everyone’s astonishment, Patton promised them he could disengage in the Saar,
change direction, and swing north to relieve Bastogne in 48 hours. To
everyone’s further astonishment, he did just that, not only getting his
forces to the front but hurling them into combat against the German
armor besieging the city. He smashed his way through in the face of brutal
panzer counterattacks, breaking the iron ring around Bastogne and freeing
the pinned 101st Airborne Division.
Despite the help Montgomery’s timidity gave them, the Germans’ bout of
good luck came to an end on Christmas Eve 1944, when the bad weather
which kept the Allied air forces grounded gave way. In the cold, clear skies
over the Ardennes, over 3,000 planes took to the air, and aimed for the
slowly stalling German advance. To the east, the Luftwaffe had orders to
attempt yet another air offensive against the enemy. Untrained pilots with
little ammunition and less fuel climbed into what was left of the Luftwaffe
with visions of chasing the Allied planes (by now outnumbering them
ten-to-one) from the sky.
So the Allies and Nazi Germany found themselves, on the Western Front,
in desperate battle. Hitler was flinging his last reserves in a final assault,
convinced he could sweep his enemies into the Atlantic and buy time to
win in the East. Both sides prepared to throw all they had into this showdown for control of the war’s direction, and perhaps its outcome. At the
end of 1944, the future of the planet was being decided on the ground and
in the skies above the dense forests of the Ardennes. The West had to get
reinforcements to the lines before they were overwhelmed, and hope for
the weather to clear so their superior air power could be deployed.
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WORLD WAR II FIGHTERS
MUSEUM MAP
P-38J
ME 262A-1A
P-47D
P-51D
BF 109G-6
SPITFIRE F. IX
FW 190A-8
AIR FORCES
HISTORICAL OVERVIEW
GROUND FORCES
WELCOME DESK
16
MULTIPLAYER
QUICK MISSION
MISSION BUILDER
CAMPAIGN
ACES
SINGLE MISSION
THE EXHIBITIONS
THE EXHIBITIONS
Upon entering the museum, you see the Welcome Kiosk. If you want to
jump right into flight, click the Fly Now! poster hanging in the top center
of the screen. You immediately begin a quick mission without configuring
your flight.
JUMP DIRECTLY
INTO A MISSION
NAVIGATING THE MUSEUM
QUICK NAVIGATION
BUTTON
BACK BUTTON
CLICK ON AN ACTIVE
LABEL TO MOVE
FORWARD
To go to the previous screen, left-click the BACK button in the top left
corner of the screen.
Use the QUICK NAVIGATION button to jump to another part of the
museum. Click to bring up a screen listing the various locations in the
museum. Select a location to be instantly transported there.
17
WORLD WAR II FIGHTERS
PANNING YOUR VIEW
At some locations, you may need to pan your view in order to see everything before you. To pan your view, move the mouse cursor to the left or
right side of the screen.
VIEWING KIOSKS
Each museum room has a number of kiosks. When you move the mouse over
a kiosk, it lights up. Click on a kiosk to view the content at that station.
CLICK ON KIOSK
TO VIEW CONTENT
The content you see on a kiosk monitor varies. Some kiosks display information on vehicles or historical subjects. Others select a mission.
INFORMATION KIOSKS
All Information Kiosks have a contents page. Here you choose the subject
about which you want to learn.
CONTENTS
BACK
18
THE EXHIBITIONS
When you move your mouse over the contents page, the option under the
mouse turns white. Click to view detailed information on the subject.
Select the BACK button to exit the kiosk screen.
Video Button: Many kiosks have an additional Video button. Use
this to watch video reference material on the current subject.
Viewing Information
GO TO THE
PREVIOUS
PAGE OF
INFORMATION
GO TO THE
NEXT PAGE OF
INFORMATION
DISPLAY THE PREVIOUS
SUBJECT IN THE CONTENTS
DISPLAY THE NEXT
SUBJECT IN THE CONTENTS
RETURN TO THE
CONTENTS PAGE
Mission Kiosks
The Mission Kiosks are found only in the War Room. The controls in the
mission kiosks vary depending on the type of mission. See the Gameplay
Guide included in your Jane’s
®
WW II Fighters box for information on
selecting missions and building your own missions.
WELCOME DESK
JUMP DIRECTLY
INTO A MISSION
GO TO AIR FORCES
KIOSK
GO TO HANGAR
GO TO HISTORICAL
BACKGROUND
KIOSK
GO TO GROUND
FORCES KIOSK
GO TO WAR ROOM
SET GAME OPTIONS,
VIEW CREDITS, OR
WATCH THE GAME
INTRO ANIMATION
19
WORLD WAR II FIGHTERS
INFO ROOM
In the Info Room, you can learn about bombers and other aircraft that
operated over Europe, as well as the types of ground vehicles and weapons
that operated on the Western Front in late 1944. Also, the Historical Background Kiosk provides you with information on the Ardennes Offensive,
known in the US as the Battle of the Bulge.
GO TO HANGAR VIEW INFORMATION
ON ALLIED AND
AXIS BOMBERS
AND TRANSPORTS
VIEW HISTORICAL
BACKGROUND ON
THE ARDENNES
OFFENSIVE
VIEW INFORMATION
ON ALLIED AND AXIS
GROUND VEHICLES
GO TO WAR ROOM
HANGAR
In the Hangar, you can learn about the museum’s featured aircraft.
GO TO P-38JGO TO INFO ROOM GO TO ME 262A–1A GO TO P-47D GO TO INFO ROOM
GO TO SPITFIRE F. IX GO TO BF 109G-6 GO TO P51D GO TO FW 190A-8
VIEWING THE AIRCRAFT
When viewing an airplane, you can go take a closer look at the cockpit,
armament, and powerplant. The curator provides commentary on each
aspect of the airplane.
20
GO TO THE COCKPIT
THE EXHIBITIONS
GO TO THE
ARMAMENT
VIEW INFORMATION
ABOUT THE AIRPLANE
GO TO THE ENGINE
COMPARTMENT
Special Test Flight Buttons: Each of the Airplane Kiosks in the
Hangar has a Test Flight button. Click this to fly the airplane of your
choice in a non-hostile environment. Here you can test your flying
and gunnery skills.
WAR ROOM
In the War Room, you can select a single mission, build a custom mission
of your own, start or continue a campaign, or join a muliplayer game. In
addition, a special Aces Kiosk has video interviews with the aces who flew
the actual planes.
GO TO SINGLE MISSIONS KIOSK
GO TO CAMPAIGNS
KIOSK
GO TO MULTIPLAYER
KIOSK
GO TO MISSION
BUILDER KIOSK
GO TO QUICK MISSION KIOSK
SELECTING MISSIONS
The controls in the mission kiosks vary depending on the type of mission.
See the Gameplay Guide included in your Jane’s WW II Fighters box for
information on selecting missions and building your own missions.
21
WORLD WAR II FIGHTERS
JANE’S®WW II FIGHTERS
Museum Collection
In the 1930s, the antiquated, wooden biplanes of WW I were replaced by
a new generation of sleek, metallic monoplanes that would redefine combat. Improvements in the engines, airframes, and firepower of these new
aircraft fostered the great race of the decade—which country could create
the fastest, most destructive flying machine in the world.
FOCKE-WULF FW 190A-8
Germany prepared for war with the expectation that mobile warfare and
combined arms would make any future conflict a brief if violent affair. It
was widely believed that a successor to the Luftwaffe’s frontline fighter, the
Messerschmitt Bf 109, would hardly be necessary in the age of Blitzkrieg
warfare. Thus it was with unusual foresight that the Reichsluftfahrtminis-
terium (RLM), or Air Transport Ministry, chose to fund the development of
an air superiority fighter in 1938, just as the Luftwaffe was standardizing
on Messerschmitt’s outstanding fighter. Who would have guessed then
that a particularly compact airplane—designed by Kurt Tank and his team
at Focke-Wulf—would become one of the most successful propeller-driven
fighters ever produced in great numbers?
Certainly the officials at the RLM did not expect much from Tank’s machine.
True, the airplane was small and sleek, with an attractively thin fuselage,
extremely low-drag profile, and excellent structure. But the fact that it was
built around a bulky radial engine instead of a narrow inline engine did
not bode well for its future. Three prototypes powered by 18-cylinder BMW
139 radial engines were ordered and built, the first flight occurring in early
June 1939. The engines were found to be wanting and were replaced by the
heavier but more powerful 1,192 kW (1,600 hp) BMW 801C. The added
weight forced some changes in the airframe, including moving the cockpit
further aft in order to shift the center of gravity; combined with a now
larger engine cowling, the pilot’s view was diminished slightly. The wing
was also lengthened, though this was more beneficial than detrimental.
Trials with pre-production aircraft revealed teething trouble with the airplane’s ten-blade cooling fan, but the overall impression of the fighter was
that it was a delight to fly. Orders were delivered for a hundred Fw 190A-1
aircraft armed with four 7.7 mm MG 17 machine guns—two in the cowling
and another pair in the wing roots—all firing through the propeller. To
increase firepower, 20 mm MG FF cannons were added to points outboard
of the landing gear. By the time the A-2 arrived, the wing root guns were
being replaced by the new 20 mm MG 151/20, necessitating the bulged
plates on the upper wing surfaces.
22
MUSEUM COLLECTION
It was the Fw 190A-3 powered by the 1,268 kW (1,700 hp) BMW 801D-2
that became a menace to the RAF in the summer of 1942. Flying against
Spitfire Vs, the Fw 190s proved themselves in every category of performance save turning ability. Able to initiate or break off combat at will, the
Fw 190s dominated the skies over northwest Europe. The power of the new
fighter was such that the English would have to scramble to wrest air
superiority from a smaller Luftwaffe force facing them across the channel.
A number of Fw 190A sub-variants followed to fulfill an ever-widening
number of roles. Originally intended to be an air superiority fighter, the
Würger (“butcher bird”) quickly became a jack-of-all-trades, armed with
cameras for reconnaissance; external fuel tanks for long-range missions;
bombs for use as a fighter-bomber; tropical equipment for desert-fighting;
wing pods for use as a bomber-destroyer; additional armor for bomberramming; radar equipment for use as a night-fighter; bomb racks for
carrying torpedoes; and various combinations of the above.
As the war progressed, the Fw 190 assumed roles earlier held by such
esteemed German aircraft as the Ju 87 Stuka and other close support
aircraft. Beginning in late 1942, the heavily-armored Fw 190F—which also
featured an incredible number of sub-variants—was developed for use in
the ground attack role. This was followed by the 190G series, a close
support version with additional fuel for increased combat range.
As the radial engine Fw 190 was being perfected, Focke-Wulf simultaneously developed versions of the fighter (190B and C series) with inverted-V
liquid-cooled inline engines. The radial engine 190s performed poorly at
high-altitude, and as defense of the Reich took on importance, the need
for a heavily-armed high-altitude fighter became greater. The result was the
famous 190D or “Dora” series of fighters, which began to see service only
in late 1944. Powered by a 1,323 kW (1,776 hp) Junkers Jumo 213A-1
engine, the Fw 190D was considered on a competitive footing with the P51 or Spitfire IX.
In total, just over 20,000 Fw 190s of all types would be produced by war’s end.
FW 190A-8 DATA
Engines One 1,268 kw (1,700 hp) BMW 801D-2
Wing Span 10.5 m (34 ft 5.5 in)
Length 8.96 m (29 ft 4.75 in)
Max T-O Weight 4,900 kg (10,802 lb)
Max Level Speed 657 km/h (408 mph)
Range 800 km (497 mi)
Armament Two 12.7 mm machine guns, two 20 mm cannon,
and either two-four 20 mm or two 30 mm cannon
23
WORLD WAR II FIGHTERS
FW 190A-8 COCKPIT
1 2
3
4 5 6 7
8
1. AMMUNITION COUNTER
2. RADIO DIRECTION FINDER
3. AIRSPEED INDICATOR
4. ARTIFICIAL HORIZON
5. RATE OF CLIMB INDICATOR
6. COMPASS
7. BOOST
10
14
11 12
8. ALTIMETER
9. TACHOMETER
10. FUEL AND LUBRICANT PRESSURE GAUGE
11. FUEL GAUGE
12. CLOCK
13. OXYGEN PRESSURE INDICATOR
14. ENGINE TEMPERATURE
9
13
FW 190A-8 GAME LOADOUTS
Clean Fuel Gun Pods Gun Pods 500 kg 250 kg
Primary Guns Type/Number 20 mm x 4 20 mm x 4 20 mm x 2 20 mm x 2 20 mm x 4 20 mm x 4
Location Wing/ Wing/ Wingroot Wingroot Wing/ Wing/
Wingroot Wingroot Wingroof Wingroof
Rounds/Gun 200 200 200 200 200 200
Secondary Guns Type/Number 13 mm x 2 13 mm x 2 13 mm x 2 13 mm x 2 13 mm x 2 13 mm x 2
Location Cowling Cowling Cowling Cowling Cowling Cowling
Rounds/Gun 475 475 475 475 475 475
Secondary Guns Type/Number – – 30 mm x 2 30 mm x 2 – –
Location – – Wing Pods Wing Pods – –
Rounds/Gun – – 55 55 – –
Bomb Load Type ––––500 kg250 kg
Location ––––Centerline Centerline
Number ––––1 1
Drop Tank Type – 300 ltr – 300 ltr – –
Location – Centerline – Centerline – –
Number – 1 – 1 – –
Fuel,
24
MUSEUM COLLECTION
LOCKHEED P-38 LIGHTNING
Developed before the war for use as a long-range, high-altitude fighter, the
P-38 took on a wide variety of additional combat roles, including escort,
fighter-bomber, photo-reconnaissance, torpedo-bomber, light transport,
and even an airborne ambulance. The adaptable Lightning served until the
end of the war—the only fighter to precede the war and remain in production until Japan surrendered. With its unusual twin-engine twin-boom
design, it was certainly the most recognizable airplane in the entire Allied
inventory—the Germans called it der Gabelschwanz Teufel or “the ForkTailed Devil”, while the Japanese term translated as “one pilot, two fighters.”
The P-38 was a credit to Lockheed, who in the early ’30s had never developed a purely military airplane. It was designed to meet a 1936 US Army
Air Corps specification for a pursuit fighter capable of 360 mph (576 km/h)
at 20,000 ft (6,100 m). A proposal was accepted the following year, and the
prototype XP-38 flew for the first time on 27 January 1939. In many respects
it was a truly revolutionary airplane. At the time of its introduction, it was
the fastest fighter in the world, and it also had the longest range. It had an
all-metal flush-riveted skin and turbo-supercharger for solid high-altitude
performance. And it was the first fighter to employ a tricycle landing gear.
The USAAC was pleased enough to issue a Limited Procurement order for
13 YP-38 fighters. These were fitted with two 1,150 hp (858 kW) Allison
V-1710-27/29 engines and carried a powerful array of guns in the nose: one
37 mm cannon, two .30 caliber machine guns, and two .50 caliber
machine guns.
An additional thirty production fighters designated P-38 were delivered in
July 1941. The .30 caliber guns were replaced by additional .50 caliber
guns, and pilot armor was added. These aircraft were turned over to training duties when the first combat-ready version, the P-38D, arrived in
August 1941. This version featured self-sealing fuel tanks as well as a redistribution of the elevator balance weights, which improved dive recovery
and eliminated problems associated with tail-buffeting.
The P-38E introduced what would become the fighter’s standard gun armament: four .50 caliber machine guns in the nose forming an arc over one
20 mm cannon. This was followed by the P-38F, which was fitted with two
1,325 hp (988 kW) V-1710-49/53 engines and underwing racks for up to two
1,000 lb bombs or long-range drop tanks. The latter increased the airplane’s
combat range to an astonishing 1,750 miles (2,816 km).
The P-38G and H each saw increases in engine performance. The P-38J,
which entered service in August 1943, was powered by two 1,425 hp
(1,063 kW) V-1710-89/91 engines and introduced powered ailerons and a
better cooling system. This was followed by the P-38L, the most numerous
version built and the first to carry underwing rockets. Some P-38Js and Ls
25
WORLD WAR II FIGHTERS
were later adapted as pathfinders, complete with a bombardier and Norden
bombsight in a transparent nose. The P-38M, which arrived too late to
serve in the European theater, was a two-seat night-fighter carrying a radar
in a chin pod.
P-38J DATA
Engines Two 1,425 hp (1,062 kW) Allison V-1710-89/91
Wing Span 52 ft 0 in (15.85 m)
Length 37 ft 10 in (11.53 m)
Max T-O Weight 21,600 lb (9,798 kg)
Max Level Speed 414 mph (666 km/h)
Range 450 mi (724 km)
Armament One 20 mm cannon and four .50 caliber machine
guns, plus up to 2,000 lb of external stores
P-38J COCKPIT
3
2
1
5 6
7
10
1. COMPASS
2. SUCTION GAUGE
3. CLOCK
4. DIRECTIONAL GYRO
5. ARTIFICIAL HORIZON
6. MANIFOLD PRESSURE GAUGE
7. TACHOMETER
26
4
11 12 13
16
17
8. ENGINE GAUGE CLUSTER:
FUEL & OIL PRESSURE,
TEMPERATURE (LEFT ENGINE)
9. ENGINE GAUGE CLUSTER:
FUEL & OIL PRESSURE,
TEMPERATURE (RIGHT ENGINE)
10. FRONT (RESERVE) FUEL TANKS
GAUGE
11. ALTIMETER
8 9
14
15
12. AIRSPEED INDICATOR
13. BANK AND TURN INDICATOR
14. RATE OF CLIMB INDICATOR
15. CARBURETOR AIR TEMPERATURE
GAUGE
16. REAR (MAIN) FUEL TANKS GAUGE
17. HYDRAULIC PRESSURE GAUGE
MUSEUM COLLECTION
P-38J GAME LOADOUTS
Clean Fuel HVAR HVAR 500 lb 500 lb 1000 lb
Primary Guns Type/Number .50 cal x 4 .50 cal x 4 .50 cal x 4 .50 cal x 4 .50 cal x 4 .50 cal x 4 .50 cal x 4
Location Fuselage Fuselage Fuselage Fuselage Fuselage Fuselage Fuselage
Rounds/Gun 500 500 500 500 500 500 500
Secondary Guns Type/Number 20 mm x 1 20 mm x 1 20 mm x 1 20 mm x 1 20 mm x 1 20 mm x 1 20 mm x 1
Location Fuselage Fuselage Fuselage Fuselage Fuselage Fuselage Fuselage
Rounds/Gun 150 150 150 150 150 150 150
Bombs Type – – – – 500 lb 500 lb 1,000 lb
Location – – – – Wing Wing Wing
Number – – – – 2 2 2
Rockets Type – – HVAR HVAR – HVAR –
Location – – Wing Racks Wing Racks – Wing Racks –
Number/Rack – – 5 5 – 5 –
Drop Tanks Type – 165 US gal – 165 US gal – – –
Location – Wing – Wing – – –
Number – 2 – 2 – – –
Fuel, HVAR
MESSERSCHMITT BF 109
Perhaps the most famous German fighter ever built, the Bf 109 earned a
place in the annals of all-time great warplanes by virtue of its early-war
performance alone—to say nothing of the fact that it faithfully served as
the mainstay of the Luftwaffe from before hostilities commenced in 1939
until the capitulation of Germany in May 1945. A fundamentally good
design allowed it to be employed in an incredibly wide variety of tasks, and
the fact that some 35,000 were built speaks volumes of the airplane’s
usefulness.
In 1933 the Reichsluftfahrtministerium (Air Transport Ministry), or RLM,
issued a specification for a monoplane fighter to replace the biplane fighters (Arado Ar 68 and Heinkel He 51) then available to the still-clandestine
Luftwaffe. Contracts for prototypes were awarded to Arado, Bayerische
Flugzeugwerke, Focke-Wulf, and Heinkel. Few expected Willy Messerschmitt and Bayerische Flugzeugwerke to produce a winning design in the
area of high speed fighters, whatever the success of their earlier Bf 108 Taifun touring airplane. When it came time for competitive trials, however,
Messerschmitt’s Bf 109 V1 performed admirably against the Ar 80 V1, Fw
159 V1, and He 112 V1. A low wing monoplane with retractable landing
gear, the 109 was clearly a breed apart from the open cockpit designs proposed by Arado and Focke-Wulf, or Heinkel’s high-wing fighter. The RLM
ordered an additional 10 experimental Bf 109s, but—hedging their bets
perhaps—ordered 10 of the Heinkel design as well. This led to further trials in late 1935, during which the Bf 109 proved its superiority.
27
WORLD WAR II FIGHTERS
Ironically, the 109 first flew under the power of imported Rolls-Royce
Kestrel VI engine, since the Jumo 210 engine intended for it was not
finished.
The proposed Bf 109A was cancelled when its armament of just two 7.9
mm MG 17 machine guns in the upper cowling was deemed inadequate.
Provision was made for a possible third gun firing through the airscrew,
and a number of Bf 109B-1, B-2, and C fighters were delivered to Luftwaffe
units operating with the Condor Legion in Spain. Pilots gained considerable experience while participating in the Spanish Civil War, formulating
tactics and suggesting improvements to the 109, which already was
proving capable of going head-to-head with the best Republican fighter,
the Russian-built Polikarpov I-16.
The Bf 109D powered by the Daimler-Benz DB 600 engine was produced
in limited quantities, but by the time the war broke out in 1939, the Bf 109E
with the more powerful 820 kW (1,100 hp) DB 601A engine was taking the
place of the ‘Dora’ on the production lines. The 109E or ‘Emil’ housed
additional MG 17 machine guns or 20 mm MG FF cannon in the wings,
and some variants housed a fifth MG FF cannon in the propeller hub. The
Emil was produced in great numbers—it was the primary fighter used in
the Battle of France and the Battle of Britain—and many were exported to
foreign clients in return for hard cash. The airplane’s tremendous speed
advantage was its greatest asset in the first few years of the war. It suffered
against early RAF Spitfires in the area of turning performance, and its fuel
capacity was small (a serious liability, as the Germans discovered, during
the Battle of Britain), but otherwise the Bf 109E was the superior machine.
The ‘Emil’ began to take on additional roles: fighter-bomber, reconnaissance airplane, high-altitude interceptor with power-boosting, and a
modified version for fighting in the Mediterranean.
By the time Germany invaded the Soviet Union in 1941, the Bf 109F was
being introduced. This airplane—now powered by an 894.2 kW (1,200 hp)
DB 601N or 969 kW (1,300 hp) DB 601E engine—eliminated the aerodynamically unattractive braces under the tailplane while introducing a
retractable tailwheel. The wing guns were eliminated entirely—pilots
would now rely on a pair of MG 17s in the upper nose deck, and a single
high-velocity MG 151/20 cannon firing through the airscrew.
In the summer of 1942, the Luftwaffe introduced the Bf 109G into service.
This model was powered by the 1,100 kW (1,475 hp) DB 605 series of
engines, the intention being to increase the airplane’s speed performance
at the expense of maneuverability. The ‘Gustav’ was built in larger numbers
than any other variant of the 109—despite the fact that it was no longer the
equal of the newest Allied fighters—and G models would continue to roll
off the production line until the end of the war. A few other other versions
were also developed, including the high-altitude Bf 109H (with increased
wing span) and the Bf 109K, which was basically an improved 109G.
28
MUSEUM COLLECTION
BF 109G-6 DATA
Engines One 1,099-1,490.4 kW (1,475-2,000 hp) Daimler-Benz
DB 605
Wing Span 9.92 m (32 ft 6.5 in)
Length 8.84 m (29 ft .5 in)
Max T-O Weight 3,150-3,678 kg (6,945-8,109 lb)
Max Level Speed 621 km/h (386 mph)
Range 563 km (350 mi)
Armament One 30 mm MK 108 cannon, two 12.7 mm MG 131
machine guns, and (optional) two 20 mm MG 151
cannon. One 250 kg bomb or 500 kg bomb with
release take-off carriage.
BF 109G-6 COCKPIT
7
1. AMMUNITION COUNTERS
2. CLOCK
3. COMPASS
4. TURN AND BANK INDICATOR/
ARTIFICIAL HORIZON
5. MANIFOLD PRESSURE GAUGE
6. RADIO DIRECTION FINDER
1
3
4
8
2
5
6
10
9
7. ALTIMETER
8. AIRSPEED INDICATOR
9. TACHOMETER
10. PROPELLER PITCH INDICATOR
11. FUEL GAUGE
12. OIL AND PRESSURE GAUGE
11
12
29
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