Hi all,

I put up a new movie, a Messerschmitt Bf 109E-3 Tutorial this time.

Find the movie on my web site: www.flightsimvids.com


There is a LOT more work to making a tutorial video than to my usual vids for pure amusement, so I hope you will appreciate the effort! (Even if perhaps not the result...)

If you haven't enjoyed the superb fun that is flying with Complex Engine Management in Il-2 CoD maybe now is the time!

I decided to fly the Bf 109 from Abbeville, where the famous Jagdgeschwader 26 ("the Abbeville boys") was based.

The Bf 109 modelled in CoD really gives a tremendous feeling of raw power wrapped inside a beautiful, streamlined aeroplane. When you master it (I'm still not quite there) you will have a great feeling of the sky belonging to you, zooming around effortlessly at the flick of a wrist and the slight push of a lever. There is heft and inertia to the plane, and it can be quite daunting to take it up, but it DOES help that one's behind is not on the line, and that the hierarchy won't have that behind served on a platter if you muck up...

I can only imagine the excitement and fear that must have gripped young recruits back then, 70-odd years ago, when they first walked out to a parked Messerschmitt before taking her up. Actually, I can imagine it much better now that I have flown it in CoD.

Big thanks go to 2GvSAP_Flea, who helped me a lot with the video, and whose super-impressive "Il-2 CoD Aircraft Operations Checklist" can be found on my web site as well. Also thanks to jf1981 and robtek of the 1C forums, whose comments helped me a lot. I made my own quick guide and linked it at the web site too, for those who want to just jump into the 109 and get her into the air. And maybe even land...

Pls comment if you think I should correct some things in the movie, or well, if you just feel like it...

thank you very much....

Good video, thanks. I've never bothered with the flaps on the 109, but I do find landings pretty hairy at times. Perhaps it is worth it after all.

You do landings without flaps?

Sure, it's not as hard as you might think.

However, keeping both wheels on the ground is a little challenging right after touch down.

But you must be coming in at 200+km/h...

Ok, if I feel destructive one day I'll try it... - I wonder if there is a damage mode that makes flaps inoperable? - Never came across it, but with the hundreds of damage modes they modelled it could be in there...

As informative as the other one! Thanks!

I've come in flaps up. I used a very gentle glide and bled off as much as I could before entering the final leg ~ 180, though it was tipsy - kinda like a Friday night around my house.

Thanks for this, I am only now installing CloD as I have only recently upgraded my PC to a state in which may suffice to run CloD. This gives me an excellent starting point.

A couple of questions though

* You say 20 degrees of flaps - how do you know when you have that much set ?
* You used Fine pitch for takeoff and climb then Coarse for cruise - but after your stall recovery, you seemed to be around 11:00 ish - is that due to the low altitude ? Are the in-between positions used/useful or do you stick to the 2, Fine and Coarse ?
* Although your notes state Flaps at 250 and Gear at 220, you put the Gear down first while still doing about 250 - not a bother, but I was hoping to hear if the flaps horn sounded different to IL2
* Despite flying IL2 for 10 years or so, I am still not fully conversant with all the proper aviation terms - what is "Crossed controls" ?

In any event, this tutorial is most appreciated.

The pitch actuator in the 109 has fine control. There is no fine/course option. There is a myriad of other incriments of degrees the propellor can go from fine to course. The Spitfire Mk1 has course and fine options. I don't think Frey was being literal when he remarked about the course setting, but only indicating that the '9:30' setting on the prop pitch indicator was course and '12:00' is fine.


Crossed control puts your plane at a skewed angle while still going forward. For example applying full right rudder will cause the nose of the plane to point right. If at the same time you apply left aileron to counter the effect of the rudder you are able to continue straight and level flight, but induce enough drag to quickly slow the plane down. Thus you apply crossed controls. Not sure if that's a standard term or not but that's what he's talking about.