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Messages - AKA_Blasto

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IL_2 Cliffs of Dover / Re: Stories from the air...sounds like us.
« on: November 24, 2013, 08:58:59 pm »
..on to the tail of a yellow-nosed Messerschmitt I fought to bring my guns to bear as the range rapidly decreased, and when the wingspan of the enemy aircraft fit snuggly into the range scale bars of my reflector sight, I pressed the fire button. There was an immediate response from my eight Brownings, which, to the accompaniment of a slight bucketing from my aircraft, spat a stream of lethal lead target-wards. "Got you", I muttered to myself as the small dancing flames of exploding "DeWilde" bullets spattered along the Messerschmitt's fuselage. My exultation was short lived. Before I could fire another burst two 109's wheeled in behind me. I broke hard into the attack pulling my Spitfire into a climbing, spiraling turn as I did so, a manoeuvre I had discovered in previous combat with 109's to be particularly effective. And it was no less effective now; the Messerschmitts literally  " fell out of the sky" as they stalled in an attempt to follow me.
 I soon found another target. About three thousand yards directly ahead of me, and at the same level, a Hun was just completing a turn preparatory to reentering the fray. He aw me almost immediately and rolled out of his turn towards me so that a head-on attack became inevitable. Using both hands on the control column to steady the aircraft and thus keep my aim stead, I peered through the reflector sight at the rapidly closing enemy aircraft. We opened fire together, and immediately a hail of lead thudded into my Spitfire. etc etc etc
S!~ it pertains to Cliffs-more to come. Blasto   8)

IL_2 Cliffs of Dover / Stories from the air...sounds like us.
« on: November 24, 2013, 08:38:07 pm »
S!~ Re-read from Stephen Coonts .."War in the Air: True accts of the 20th Cent. most dramatic Air battles-by the men who fought them." copyright :1996

 During Ww2 New Zealander Alan C. Deere flew spitfires for the RAF and was credited with destroying 22 German aircraft....July 11 1940 BoB...
 ..Red leader. thr are about a doz. 109's flying in loose formation, well behind and slightly above the seaplane."
 "Thanks Johnny . I replied.."that makes the seaplane enemy as far as Im concerned."
 The camouflaged 109' were difficult to pick-up against the grey background of the sea and it was a moment or two before I could locate them.
 "Ok, Yellow Leader, I see them. You take your section and go for the seaplane. We'll try and distract the escort; they don't appear to have seen us as yet."
 I ordered Red Section to follow me and, banking around to get behind the enemy fighters, dived into the attack. The Huns soon spotted us, or perhaps Johnny's section diving towards the seaplane, for as we leveled out behind them, the leader split his formation in two. One half broke upward and to the right in a steep turn while the other half performed a similar manoeuvre ,but to the left. " No fool this leader," I thought to myself.
"That's a smart move." I remembered this manoeuvre later on when the RAF was on the offensive, and used it with telling effect against defending German fighters.
 The Hun leader had timed his break perfectly and he had certainly put us at a disadvantage by splitting his force. There was only one thing to do;break formation and have a go, each pilot for himself. We were outnumbered by about six to one and were more likely to confuse the Hun in this way, thus diverting attention away from Johnny, who had just given the order for his section to attack the seaplane.
 Fastening on to the tail o

IL_2 Cliffs of Dover / Dicta Boelcke
« on: November 24, 2013, 08:08:49 pm »
 Lets try it again: Dicta Boelcke

  [hide] 1 Boelcke's list of tactics 1.1 1. Try to secure the upper hand before attacking. If possible, keep the sun behind you
1.2 2. Always continue with an attack you have begun
1.3 3. Open fire only at close range, and then only when the opponent is squarely in your sights
1.4 4. You should always try to keep your eye on your opponent, and never let yourself be deceived by ruses
1.5 5. In any type of attack, it is essential to assail your opponent from behind
1.6 6. If your opponent dives on you, do not try to get around his attack, but fly to meet it
1.7 7. When over the enemy's lines, always remember your own line of retreat
1.8 8. Tip for Squadrons: In principle, it is better to attack in groups of four or six. Avoid two aircraft attacking the same opponent

2 See also
3 ReferencesThe Dicta Boelcke consists of the following 8 rules:[1]

1. Try to secure the upper hand before attacking. If possible, keep the sun behind you[edit]

Advantages for World War I aircraft included speed, altitude, surprise, performance and numerical superiority.
Speed: the pilot with the faster of two machines has control over the combat. He has the choice to break off combat and retire. The slower machine can not catch him. The pilot of a slower machine must stay on the defense. He can not run to safety. A fast moving aircraft can perform elaborate maneuvers, giving its pilot many options. A machine flying close to its stall speed can do little beyond wallowing in a more or less straight line. Aircraft engines available in 1914 and 1915 provided just enough thrust to keep machines airborne at 150 km/h (93 mph), and not much more. Level flight was fine, but climbing to a higher altitude took several minutes and cut air speed nearly in half. Diving, on the other hand, could add half again to a plane's top speed. By 1916, engine power and speed increased. By the end of the war, aircraft were operating regularly at speeds over 200 km/h (124 mph). Speed was critical.
Altitude: From the advantage of flying above his opponent, a pilot had more control over how and where the fight takes place. He could dive upon his opponent, gaining a sizable speed advantage for a hit and run attack. Or, if the enemy had too many advantages- numbers for instance- a pilot could fly away with a good head start. At best, World War I aircraft climbed very slowly compared with later types. Altitude was a hard earned 'potential energy' store not to be given away capriciously.
Surprise: getting the first shot before one's opponent is prepared to return fire was the 'safest' and preferred method for attack. Most air victories were achieved in the first pass. Without all-seeing devices like radar, a pilot could approach his foe stealthily, using clouds, haze or even using the enemy aircraft's own wings or tail to conceal his approach. The glare of the sun, especially, provided an effective hiding spot.
Performance: Knowing the strengths, weakness and capabilities of your own aircraft, and that of your foe, was also critical. Who was faster, who could turn tighter, how many were there, etc. He argued against foolish acts of 'heroism.' If he could not 'secure advantages,' he would not attack. One of Boelcke's pupils, Manfred von Richthofen (better known as the Red Baron), learned this rule very well and later became World War I's top scoring ace.

A documented example of Boelcke 'securing advantages' took place on 17 September 1916. Boelcke and his pilots intercepted a flight of bombers and fighters crossing the lines. He chose not to attack right away, but had his Jasta climb higher above the bombers, keeping themselves between the bombers and the sun. There they circled and waited. When the bomber pilots, observers and fighter escort pilots were preoccupied with the destruction they were causing on the ground, Boelcke signaled for his pilots to attack. Several enemy aircraft went down and Jasta 2 lost no one.

2. Always continue with an attack you have begun[edit]

Rookie pilots would start a fight, but instinct (fear) would convince them to break it off and run. This inevitably presented the rookie's tail to his opponent's guns, making the rookie an easy victory for his enemy. Boelcke learned that it was far better to stay and continue mixing it up — waiting for his opponent to make mistakes or flee — than to break and run. To turn tail and run was to surrender most, if not all, of the advantages a pilot might have had. As an example, when Manfred von Richthofen met British ace Lanoe Hawker in November 1916, each persisted in trying to get on the other's tail. Both stuck to Boelcke's second dictum. When their endless circling had brought them down near the ground behind German lines, Hawker had to choose between landing and capture or fleeing. He chose to flee. Richthofen was then able to get behind him and shoot him down.

3. Open fire only at close range, and then only when the opponent is squarely in your sights[edit]

A common rookie's urge was to start blasting away upon sighting his first enemy machine. Shots taken at ranges of 1000 m (3280 ft) stood little chance of hitting their mark. The rattle of machine gun fire would alert the intended target and gave them time to react.

The machine guns available for aircraft during the First World War were not highly accurate at longer ranges. Add to that the difficulty of aiming from a moving, bouncing gun platform at a fast moving target and it is a marvel that anyone ever hit anything. Boelcke preferred to fly to within 100 m (330 ft) or less before firing, to ensure hitting what he aimed at with his opening burst. Once the rattle of his guns was heard, the advantage of surprise was gone, so it was best to make that first shot most effective.

Another aspect of making each shot count was the limited supply of ammunition carried in World War I aircraft — usually only a few hundred rounds. This could amount to less than 60 seconds of sustained fire. Reloading in the air varied from dangerous to impossible. Spraying the sky with lead in hopes of hitting something, eventually, was not an option. Shots had to be chosen carefully. Early in the war, when a sense of chivalry still held sway, some men allowed their opponents to depart if they were out of ammunition or had jammed guns. Total war did not allow such courtesies to last for long.

4. You should always try to keep your eye on your opponent, and never let yourself be deceived by ruses[edit]

The first part, 'keeping your eye on your opponent,' sounds obvious enough, but it needed to be stated. In the hustle and bustle of an air fight it was easy to lose sight of your adversary. A restatement of this rule might be: never assume you know where your opponent is or will be. If a pilot 'lost' his foe, the advantage shifted to the foe. A successful pilot did not allow himself to be distracted from his opponent. As far as ruses go, it was not an uncommon practice for a pilot to feign being hit, going into a supposedly uncontrolled spin or dive, in order to exit a fight that was not going well. This practice traded on the chivalry of their opponents. To continue hammering a man who was already going down, was thought unsportsmanlike. Boelcke recognized that too many enemies were being allowed to escape and return to fight another day. War for national survival was not sport. He taught against the accepted notion that once a machine began to spin down, that one could move on. If it were a ruse, the enemy pilot would pull out at the last moment and either escape or return to attack, perhaps now having gained the advantage of surprise. Boelcke wanted his pupils to follow their opponent down, and make sure they were out of the fight or resume the fight if necessary.

5. In any type of attack, it is essential to assail your opponent from behind[edit]

Firing at a machine flying across one's path required 'leading' the shot—aiming ahead of a moving target to compensate for its speed. While a few pilots were adept at the mental calculations necessary and good aerial marksmen, most were much less adept. The velocity of a moving gun platform, the speed of bullets plus the speed and direction of a moving target could be a lot to consider in the heat of battle. Furthermore, in deflection firing, the target could cross the stream of fire whose bullets were 50 m (165 ft) or more apart. Such crossing gave less exposure to the bullets.

Head-on attacks or head-to-tail attacks required little or no calculated deflection in aim. A head-on attack, however, exposed one directly to the enemy's guns. It was far safer and more effective to have one's target and bullet stream all traveling in more or less the same direction. This required little or no 'leading,' and exposed the target to a greater concentration of fire.

Because of the prevalence of attacks from the rear, aircraft design adapted to allow for rear firing guns in two-seaters and larger bombers.

6. If your opponent dives on you, do not try to get around his attack, but fly to meet it[edit]

This rule is related to dictum #5 above. The instinctive reaction of many rookies was to turn and flee from an approaching attacker—especially a diving one. This simply presented their tail to the attacker, usually with disastrous results. Boelcke taught that a pilot had to conquer that instinct. Turning to face the attack could force the attacker onto the defensive, or at least keep the situation unsettled, which was far better than presenting your tail. Even though climbing to meet an attack would reduce speed, it was better to try to bring one's own guns to bear than to flee, and approaching the enemy still increases the relative velocity between the two fighters and thus reduces the time during which the enemy can fire. Furthermore, if both fighters miss, the diving attacker must now pull out of his dive, while the defender is now in position to circle around and counter-attack with his own dive.

7. When over the enemy's lines, always remember your own line of retreat[edit]

If a pilot chose to flee a superior force, or was coming down with a damaged machine, it was critical to spend what little time he might have going in the right direction. This rule sounds as though it is stating the obvious, but Boelcke found it necessary to include it. More than a few pilots came down behind enemy lines because they got confused and lost their way. In World War I, aerial navigation was done mostly by sight. Taking regular note of landmarks helped a pilot get his bearings quickly, perhaps making the difference between safety and captivity.

8. Tip for Squadrons: In principle, it is better to attack in groups of four or six. Avoid two aircraft attacking the same opponent[edit]

In the first year or so of World War I, air combat was more of a one-on-one affair. The early aces, like Pegoud, Garros, Boelcke and Immelmann, hunted the skies alone. As the war progressed, the sheer number of machines in the sky increased. Several reconnaissance machines traveled together for mutual protection, further protected by escorting fighters. Boelcke recognized that the days of the lone hunter were over. Many young pilots, however, still came to the front expecting to dash valiantly into battle as an errant knight, alone, but in reality they would be quickly overwhelmed by multiple enemies. Boelcke tirelessly lectured his pupils on the need for teamwork—sometimes scolding them for acting too independently. Attacking in a group allowed the leader to concentrate his attention exclusively on his target, while his wingmen protected his tail.

Air battles later in the war could involve dozens of aircraft from each side at the same time. The sky could become a swirling tangle of machines. When your side was at a numerical disadvantage, it was especially important not to double up on one opponent. The concentrated fire was of dubious value, since you were just as likely to get in each other's way as to hit the enemy. Doubling up also left an enemy machine somewhere unbothered and free to tail one of your side's machines. Later in the war, teamwork became the primary key to success and survival.

See also[edit]
Edward Mannock's rules
Adolph Malan's rules
..S!~ Enough Said....    >:(

 Hey- heres a thought...maybe if you see they're EBT card system is giving out unlimited tax-payer sponsored live on the government
welfare can grab a 60in tv- and 92 bags of Doritos- and 72 cases of frozen burritos- along with a 233cu in. freezer. Good ol' Wally World- 'shoot- with the US Gov' and Walmarty-World - the zombie apoc. will come sooner. LOL
 For Gods sake- no wonder the US is in the quagmire its in- thte prices are absurd . Good ol' gov'- don't work- and you can still afford anything- with a rebate - hell- you might even get a tax-payer fleeced rebate check/ gift card. And who says Socialism is all that bad!? ITs working for backward ass Chile - the greatest third-world territory / tribe in the world. Thanks Walmart you sons - of !@%'s!~ lol
 S!~ AKA_Blasto 

And thanks veterans for fighting / serving - Happy Veterans  Day!     :)

IL_2 Cliffs of Dover / Re: TF Patch Ver 4 is out
« on: October 22, 2013, 06:55:38 am »
 First sortie lst night- tho' I had it installed Sat. eve.- been busy. Seems really good- Ill have to change soom settings back- but we'll see. Fast and furious ; took off bombers overhead- Scorp tears by in his hot-rod Hurri- blasts a bomber out of formation- I smack No. 1 hard and then pound No.2- their gunners find their range on me- wound and riddle my bird. I dive to Manston- attempt a hangar fly-thru- abort at last sec.- land  with one gear- Scorp rt there on the tarmac- shaking his head- lol. Second sortie I got immediately tqangled with two Kraut 109 jock w. alt on me- spun it twice -dove for home- time for some tweaking- theclouds were "popping"- weird. Seems the 109 turns better than it did- Ill find out soon.
 From the read- me it would seem this is a German upgrade- but maybe not. No stick time yet- maybe tonight if my wife can keep her hands off me- which seems to be hard for her lately! lol This game can wait- woman wanting cannot...heheh She'll prob. be cold as ice tonight- so probability is Im flying... ;)

S!~ Blasto

IL_2 Cliffs of Dover / Re: SoWC Mini Campaign
« on: October 08, 2013, 08:00:38 pm »

 Sounds good Matte- Ill try to make the missions when possible.


IL_2 Cliffs of Dover / Cool Breeze Blowing
« on: September 20, 2013, 06:09:22 am »

 As many of you know- year after year- we see low numbers flying during warm, beautiful weather months. With fun family activities, vacations, fishing , hunting , and basically outdoor sun soaking , many of us shun the 850W block of black- and find fun elsewhere.
 Yet now- a cool breeze is blowing- the fall and winter months will again find us nestled nicely in our virtual cockpits- climbing out over a morning haze off Deal- swinging in on 9 FW200's lumbering off Wissant- guns switch hot.
 Here's to seeing you guys in the next few weeks- and as always- both Wed. and Fri's historically have been great nights to fly on the very fine ATAG server- approx. 9pm EST- little before- sometimes much after.
 As we said many times .." AKA forever.." - see you Cliffs pilots soon.


General Discussion / Re: Out of commsion
« on: September 11, 2013, 09:36:22 pm »

Unbelievable-now we have to "comm-sion" another sim pilot to cover your flight hours...thanks a lot Hang for
leaving AKA "Hangin'"...damn man.. "spilled your drink"..totally made up. Admit the fact that you threw up all over your joystick-
and then we'll know it's the 'real' Hangten-lol  God..this always happens... ;) And that being your first post ever..shameful....  >:(

S!~ AKA-Bustin-Your-Balls-Hang_Blasto   8)

IL_2 Cliffs of Dover / Re: Sunday the 8th
« on: September 07, 2013, 05:45:20 pm »
 Rgr Matte- same here- working.
 Good luck guys- maybe see you guys Sun. or Wed eve.

S!~ AKA_Blasto   8)

IL_2 Cliffs of Dover / Re: Aug 11th mission
« on: August 08, 2013, 05:28:23 pm »
 Im also out for this Sunday- Im heading to Chicago to a clothing show- Chicago Collective. After the show Im meeting up for drinks and dancing with the lady in Fehlers sig! Ill have to remember her thong from last year she keeps asking me about...I hope she remembers my overcoat I let her borrow.   ;)

S!~ AKA_Blasto    8)

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