IL-2 Hurrican User Manual
HAWKER HURRICANE
GUIDE BY CHUCK
• BLABLALBLAB
2
(Unit)
SPITFIRE
Mk Ia 100 oct
HURRICANE
Mk IA Rotol 100oct
BLENHEIM
Mk IV
TIGER
MOTH
DH.82
BF.109
E-4
BF.110
C-7
JU-87B-2
STUKA
JU-88
A-1
HE-111
H-2
G.50
SERIE II
BR.20M
TEMPERATURES
Water Rad Min
Max
Deg C 60
115
60
115
- - 40
100
60
90
38
95
40
90
38
95
- -
Oil Rad (OUTBOUND) Min
Max
Deg C 40
95
40
95
40
85
-
40
105
40
85
30
95
40
80
35
95
50
90
50
90
Cylinder Head Temp Min
Max
Deg C - - 100
235
- - - - -
-
140
240
140
240
ENGINE SETTINGS
Takeoff RPM RPM 3000 3000 2600 FINE 2350 2400 2400
2300
2400
2400
2520 2200
Takeoff Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +9 BCO ON See
RPM Gauge
1.3 1.3
1.35
1.35
1.35
890 820 BCO ON
Climb RPM RPM 2700 2700 2400 COARSE 2100 2300
30 min MAX
2300
30 min MAX
2300
30 min MAX
2300
30 min MAX
2300
30 min MAX
2400
30 min MAX
2100
30 min MAX
Climb Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +5 See
RPM Gauge
1.23 1.2
1.15
1.15
1.15
700 740
Normal Operation/Cruise
RPM
RPM 2700 2600 2400 COARSE 2000 2200 2200
2200
2100
2200
2100 2100
Normal Operation/Cruise
Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+3 +4 +3.5 See
RPM Gauge
1.15 1.15
1.1
1.1
1.10
590 670
Combat RPM RPM 2800 2800 2400 COARSE 2100 2400 2400
2300
2300
2300
2400 2100
Combat Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +5 See
RPM Gauge
1.3
5 min MAX
1.3
5 min MAX
1.15
1.15
1.15
700 740
Emergency Power/ Boost
RPM @ km
RPM 2850
5 min MAX
2850
5 min MAX
2600 COARSE
5 min MAX
2350 2500
1 min MAX
2400
5 min MAX
2300
1 min MAX
2400
1 min MAX
2400
1 min MAX
2520
3 min MAX
2200
5 min MAX
Emergency Power / Boost Manifold
Pressure @ Sea Level
UK: PSI
GER: ATA
ITA: mm HG
+12 BCO ON +12 BCO ON +9 BCO ON See
RPM Gauge
1.40
1 min MAX
1.3
5 min MAX
1.35
1 min max
1.35
1 min max
1.35
1 min max
890
3 min max
820 BCO ON
5 min MAX
Supercharger Stage 1
Operation Altitude
UK: ft
GER: M
- - - - - -
0
1500
0
1220
0
1220
- -
Supercharger Stage 2
Operation Altitude
UK: ft
GER: M
ITA: M
- - - - - -
1500+
(AUTO/MAN MODES)
1220+ 1220+
- -
Landing Approach RPM RPM 3000 3000 2400 As required 2300 2300
2000
2100
2300
2400 2200
Landing Approach Manifold
Pressure
UK: PSI
GER: ATA
ITA: mm HG
As required As required As required See
RPM Gauge
As required As required
As required
As required
As required
As required As required
Notes
Use “Rich” mixture for normal
operation. Use “Lean” mixture for fuel
conservation for RPM under 2600 &
boost @ +1 or lower.
Boost Cut-Out
Override (BCO)
during takeoff
often required
Min Oil Press:
35 psi
Max Oil Press:
45 psi
No Abrupt
Throttling
Eng. very
sensitive to
ata/rpm
Eng. very
sensitive to
ata/rpm
Boost Cut-Out
Override (BCO)
during takeoff
often required
AIRSPEEDS
Takeoff – Rotation
UK:
mph
GER/ITA:
km/h
120 120 110 55 180 190 170 185 150 170 175
Max Dive Speed
420 390 260 160 750 620 720 675 600 410 600
Optimal Climb Speed
165 175 135 66 240 270 215 250 240 240 210
Landing – Approach
160 160 140 55 200 220 170 200 200 175 175
Landing – Touchdown
90 90 85 50 160 180 150 180 140 160 160
PERFORMANCE SHEET
TABLE OF CONTENT - HURRICANE
• PART 1: AIRCRAFT HISTORY
• PART 2: AIRCRAFT VARIANTS
• PART 3: AIRCRAFT & COCKPIT FAMILIARIZATION
• PART 4: THE CONTROLS
• PART 5: WEAPONS AND ARMAMENT
• PART 6: TAKEOFF
• PART 7: LANDING
• PART 8: ENGINE MANAGEMENT
• PART 9: AIRCRAFT PERFORMANCE
• PART 10: P-8 COMPASS TUTORIAL
3
PART 1: AIRCRAFT HISTORY
4
The Hawker Hurricane was designed
and predominantly built by Hawker
Aircraft Ltd for the Royal Air
Force (RAF). Although largely
overshadowed by the Supermarine
Spitfire, the aircraft became
renowned during the Battle of Britain,
accounting for 60% of the RAF's air
victories in the battle, and served in
all the major theatres of the Second
World War.
Both the Supermarine Spitfire and the
Hurricane are renowned for their part in
defending Britain against the Luftwaffe;
generally, the Spitfire would intercept the
German fighters, leaving Hurricanes to
concentrate on the bombers, but despite the
undoubted abilities of the "thoroughbred"
Spitfire, it was the "workhorse" Hurricane
that scored the higher number of RAF
victories during this period
PART 1: AIRCRAFT HISTORY
5
The Hurricane was the culmination of a series of capable metal biplane fighters evolved by the Hawker
concern throughout the 1920s. The Hurricane’s fuselage shape and design borrowed much from the
preceding Hawker “Fury” biplane line that the Hurricane was known or a time as the “Fury monoplane”.
Design of the aircraft was attributed to Sidney Camm, who also lent his design talents to the wartime
Hawker Typhoon and Tempest fighter-bombers. In the post-war years, Camm helped further the Vertical
Take-Off and Landing (VTOL) Harrier “jumpjet” and the Hawker Hunter jet fighter programs which
reached their own level of fame during the Cold War.
PART 1: AIRCRAFT HISTORY
6
Though faster and more advanced than the RAF's current front
line biplane fighters, the Hurricane's constructional design was
already outdated when introduced. It used the traditional
Hawker construction techniques, with a Warren truss boxgirder primary fuselage structure with high-tensile
steel longerons and duralumin cross-bracing using
mechanically fastened rather than welded joints. Over this,
wooden formers and stringers carried the
doped linen covering. Initially, the wing structure consisted of
two steel spars, and was also fabric-covered. An all-metal,
stressed-skin wing of duraluminium (a DERD specification
similar to AA2024) was introduced in April 1939 and was used
for all of the later marks.
Second highest-scoring British ace James “Ginger” Lacey flew a
Hurricane during the Battle of Britain, as did the famed Polish No.
303 "Kościuszko“ Squadron. The Hurricane was slower than both
the Spitfire I and II and the Messerschmitt Bf 109E, and the thick
wings compromised acceleration, but it could out-turn both of
them. In spite of its performance deficiencies against the 109, the
Hurricane was still very capable of destroying the German fighter,
especially at lower altitudes.
7
PART 1: AIRCRAFT HISTORY
The Hurricane, in various guises, saw combat in most areas of World War Two – the jungles of
the Far East, the deserts of North Africa, the snows of Eastern Europe... Almost 3,000
Hurricanes were delivered to Russia during the war with a lend-lease program. In total, more
than 14,000 Hurricanes fought in World War Two in all theatres of war – a remarkable
achievement for a remarkable plane.
PART 2: AIRCRAFT VARIANTS
8
(Unit)
HURRICANE
MK I DH5-20
HURRICANE
MK I DH5
-20 100 OCT
HURRICANE
MK IA ROTOL
HURRICANE
MK IA ROTOL 100 OCT
TEMPERATURES
Water Rad Min
Max
Deg C
60
115
60
115
60
115
60
115
Oil Rad (OUTBOUND) Min
Max
Deg C
40
95
40
95
40
95
40
95
ENGINE SETTINGS & PROPERTIES
Engine & Fuel grade
Merlin II - 87 octane fuel Merlin II – 100 octane fuel Merlin III – 87 octane fuel Merlin III – 100 octane fuel
Takeoff RPM
RPM
3000 FINE 3000 FINE 3000 3000
Takeoff Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +6 +6
Climb RPM
RPM
COARSE COARSE 2650 2700
Climb Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +6 +6
Normal Operation/Cruise
RPM
RPM
COARSE COARSE 2600 2700
Normal Operation/Cruise
Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+3 +3 +3 +3
Combat RPM
RPM
COARSE COARSE 2800 2800
Combat Manifold Pressure
UK: PSI
GER: ATA
ITA: mm HG
+6 +6 +6 +6
Emergency Power/ Boost
RPM @ km
RPM
2850 COARSE
5 min MAX
2850 COARSE
5 min MAX
2850
5 min MAX
2850
5 min MAX
Emergency Power / Boost
Manifold Pressure @ Sea
Level
UK: PSI
GER: ATA
ITA: mm HG
+6 +12 BCO-ON +6 +12 BCO-ON
Landing Approach RPM
RPM
3000 FINE 3000 FINE 3000 3000
Landing Approach Manifold
Pressure
UK: PSI
GER: ATA
ITA: mm HG
As required As required As required As required
Top Speed @ Sea Level
UK: MPH
GER-ITA: km/h
255 275 265 288
Notes & Peculiarities
Fit
with a De-Havilland Two Speed Propellor,
maximum
RPMs
are not restricted by the propellor governor.
The
two
settings available are either 'Fine Pitch' or
'Coarse
Pitch'
.
Fit
with a Rotol Constant Speed Propellor, maximum RPMs
at
3000
. The difference between Two Speed and Constant
Speed
Props
will be explained on the next page.
PART 2: AIRCRAFT VARIANTS
9
The propeller installed on your aircraft means that a specific prop mechanism is
used. The De Havilland DH5-20 two-pitch props were used on early Spitfire and
Hurricane variants, mainly during the Battle of France. However, pilots realized that
two-pitch props could be manually fine-tuned between FINE and COARSE to gain
slightly better engine performance at desired engine RPMs. The Constant-Speed
Rotol propeller was the logical next step in this idea. With CSU governors, the
propeller pitch was automatically adjusted in order to gain a desired engine RPM.
This reduced the workload of experienced pilots and allowed overall slightly better
engine and aircraft performance.
Constant Speed Prop Mechanism
PART 2: AIRCRAFT VARIANTS
10
A constant-speed unit (CSU) or propeller governor is the device fitted to one of these propellers to
automatically change its pitch so as to attempt to keep engine speed constant. Most engines produce their
maximum power in a narrow speed band. The CSU can be said to be to an aircraft what the CVT is to the
motor car: the engine can be kept running at its optimum speed no matter what speed the aircraft is flying
through the air. The advent of the CSU had another benefit: it allowed the designers of aircraft engines to
keep ignition systems simple - the automatic spark advance seen in motor vehicle engines is simplified in
aircraft engines.
A controllable-pitch propeller (CPP) or variable-pitch propeller is a type of propeller with blades that can
be rotated around their long axis to change their pitch. If the pitch can be set to negative values,
the reversible propeller can also create reverse thrust for braking or going backwards without the need of
changing the direction of shaft revolutions. Such propellers are used in propeller-driven aircraft to adapt the
propeller to different thrust levels and air speeds so that the propeller blades don't stall, hence degrading the
propulsion system's efficiency. Especially for cruising, the engine can operate in its most economical range
of rotational speeds. With the exception of going into reverse for braking after touch-down, the pitch is
usually controlled automatically without the pilot's intervention. A propeller with a controller that adjusts the
blades' pitch so that the rotational speed always stays the same is called a constant speed propeller (see
paragraph above). A propeller with controllable pitch can have a nearly constant efficiency over a range of
airspeeds.
Team Fusion NOTE: The Hurricane Mk I 2-pitch system could in fact be used with limitations as a Variable Pitch system.
Though not exactly designed with this in mind it was found by pilots that careful use of the Prop pitch control allowed them to
set any desired RPM rather than just Coarse or Fine pitch setting. This did not provide the complete flexibility of a dedicated
VP system but did allow intermediate RPM control.This was good for certain flight phases like climb and Cruise. Due to
limitations in the Pitch plunger design it does not really lend itself to combat flying. In this patch we have enabled the pilot to
select a desired RPM. Blade angle change rates are still the same as was used in the original 2 Pitch system. We have not
changed the 3d modelling of the Pitch lever, this will be done at a later stage. In the real aircraft the Pitch Change control
was of a plunger or Push Pull type control.
PART 3: AIRCRAFT & COCKPIT
FAMILIARIZATION
11
Hurricane Ia
Rotol 100 oct
WATER RADIATOR LEVER
OPEN: DOWN
CLOSE: UP
ELEVATOR TRIM WHEEL
FWD: NOSE DOWN
AFT: NOSE UP
RUDDER TRIM WHEEL
FWD: TRIM RIGHT
AFT: TRIM LEFT
RADIATOR SETTING
INDICATOR
PART 3: AIRCRAFT & COCKPIT
FAMILIARIZATION
12
Hurricane Ia
Rotol 100 oct
MIXTURE CONTROL
AFT: RICH (DEFAULT)
FWD: LEAN
THROTTLE
PROP PITCH / RPM CONTROLLER
AFT: COARSE / LOWER RPM
FWD: FINE / HIGHER RPM
MAGNETO 1 + 2
BOOST CUT-OUT
OVERRIDE
FUEL PUMP SELECTOR
(MAIN/RESERVE)
SLOW RUNNING
CUT-OUT (SHUTS
ENGINE DOWN)
COCKPIT FLOOD
LIGHT CONTROLS
PART 3: AIRCRAFT & COCKPIT
FAMILIARIZATION
13
Hurricane Ia
Rotol 100 oct
ARTIFICIAL
HORIZON
CLIMB RATE
INDICATOR
(1000 FT/MIN)
TURN & BANK
SIDE SLIP
INDICATOR
DIRECTIONAL
GYRO SETTER
DIRECTIONAL
GYRO
ALTIMETER
SHORT NEEDLE: 10,000 FT
LONG NEEDLE: 1000 FT
BOTTOM KNOB: SETS QFE
AIRSPEED INDICATOR
(x10 MPH)
LANDING GEAR
INDICATOR
OXYGEN SUPPLY
(NOT FUNCTIONAL)
CLOCK
OXYGEN REGULATOR SWITCH
(NOT FUNCTIONAL)
OXYGEN DELIVERY
(NOT FUNCTIONAL)
P-8 MAGNETIC COMPASS &
COURSE SETTER
TACHOMETER
(X 100 RPM)
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