WW2 Real Life Instructionals (for FRB and general understanding of what the plane actually is) and old IL-2 Engine Explanation

This is a collection of old WW2 instructional videos from real life for pilot training and old IL-2 article written by somebody.
I have no idea who wrote it (and couldnt find the author, but i assume he would be happy to see it put to good use) but its quite informative since 1.37 will actually make WEP (War Emergency Power-engine overcharge) work properly in Historical/FRB.

Explanation/Introductions about the Guide

This is the collection of WW2 public domain videos i dug out a while ago that i kept inside a pastebin for a very long time. Because they are training videos everything will be explained visually and in really layman terms. Just what you need for rudimentary understanding how planes behave for Full Real Battle shenenigans.
Second part is a big article written by some cool guy. Not 100% War Thunder related but plane is a plane, no? Also cockpits, yay!

Translation of every WW2 Cockpit Instrument regardless of nation

I dont own this, so here is Google search for the PDF. Guy made my life 10 times easier in FRB.
http://lmgtfy.com/?q=ND%27s+aircraft+reference+guide

Instructionals

Howdy Pilots! So you decided to leave arcade behind you for the more realistic skies?
Here are the maneuvers and principles of flying for you,both on the paper and in vintage form.
Note:Instructor hates fun. You may need joystick for half of things presented here


>All the air maneuvers you would want to know, short version:

http://www.combataircraft.com/en/Tactics/Air-To-Air/


> All the air maneuvers you would want to know,Vintage USA WWII Pilot version:
Note: Serious Business + IRL Aircraft guides,so your mileage may vary.


>Fighter on Fighter Combat, with visuals and color. MAKE SURE YOU WATCH THIS IN FULL.
http://www.youtube.com/watch?v=RTaU69tbeuA

>Defensive Fighter on Fighter Combat, with visuals and color.
Unreleased/lost/destroyed. Aw man.

>"Flight Sense" -- U. S. Navy Primary Flight Training (WWII Flying for Dummies) - Simple and enjoyable. RECOMMENDED!
1 hour long Navy Training movie with Robert Taylor. It explains alot of basics and,unlike most of instructional videos is simple and entertaining. Note: aside for being an actor,Taylor was an actual Flight Instructor during WWII.
http://www.youtube.com/watch?v=JM1jSU4FEPw

>Primary Flight Training: "First Flight" parts 1+2
Robert Taylor explains how Airplane behaves in the air, simple but less fun. Watch this if you just bought a joystick before you start using it.
http://www.youtube.com/watch?v=fw7RqEFf_kc&t=7m0s
http://www.youtube.com/watch?v=pvhztNpRQF4


>Dive Bombing! Long 30 mins slow guide with visuals and demonstrations :
http://www.youtube.com/watch?v=iGG3NGt_8j0&list=PL6ED64E3B8CCE8306

>The Slow Roll! (Prelude to IRL Energy Fighting,hard to do but gives you much better shot at the enemy. go to 5.45 for
the demonstration of the attack)
http://www.youtube.com/watch?v=OuL6tqHk3UI

>How to avoid Stalls + what not to do at low speed while landing!
http://www.youtube.com/watch?v=0OJI11mavGQ ( Explanation the Stall + Landing procedures)
http://www.youtube.com/watch?v=-ohEGezpcoo ( Flying Examples)

>How to Recover from Spins (caused by Stall). Recommended.
http://www.youtube.com/watch?v=_J9N8nQV6Hk


MANOUVERS!

> Wingover (180 turn) and Chandelles (180 vertical turn)
http://www.youtube.com/watch?v=uYVqXqY2kb4

>Wingover + roll (Rolercoaster-like 180 degrees turns)
http://www.youtube.com/watch?v=BW6pw17uPz4

>Barrel roll
http://www.youtube.com/watch?v=FvFSwVPUl2k

>Takoff and Landings (Visual and Demonstration)
http://www.youtube.com/watch?v=aMgEo7I_4Tk

>How to land with no Engine+ Gliding .
http://www.youtube.com/watch?v=1vT0L2fpFIU
Note:EVEN IF YOU DONT CARE,WATCH IT AT 7 minutes mark,it will help you greatly on crash landing.

>Formation 4-man squad Flight (complicated and 30 minutes long)
http://www.youtube.com/watch?v=nvX1pUCU7uA

>Something nice
http://www.collectair.com/museum.html
Enjoy your flight,for the love of god dont crash on takoff.

Engine Management (by some badass Pilot) Introduction

Complex Engine Management by...somebody.
P.S
I omitted some IL-2 stuff that will never ever be implemented here.

Introduction
The goal of this information brief is to provide some basics of what the engine management controls (CEM) do and how they are used. This is not aircraft-specific. New pilots will develop a feel and better understanding of how it applies to specific aircraft as experience is gained. More detailed technical information may be found in IL2FB manuals, RL flight manuals and flight instruction material.

I am sticking to the terminology used in the IL2FB manuals and reference cards to eliminate any confusion. (One thing that may cause confusion is the incorrect use of the word boost in IL2FB manuals. In RL boost refers to supercharger or turbocharger pressure and WEP refers to war emergency power. WEP is power beyond normal maximum power output. In IL2FB Boost-wep refers to a chemical additive injected into the fuel-air mixture to obtain a temporary power boost.)

IL2FB is the most accurate WW2 CFS (combat flight simulation) available. People that have prior CFS experience may need to forget some of their prior experience, and will have to learn RL attributes of flight dynamics. Since the release of IL2FB I have seen many people claim the game does not work, or that a specific plane is not accurately modelled. In every claim I have seen, I have found that the problem was not the plane or the game, but the pilot. Unfortunately some are not aware that their lack of knowledge is what is causing the difficulties.

Table of Content

I do have real life flight experience starting in the early 1960's and CFS experience starting in the early 1980's. Seeing all the difficulty people are having understanding the CEM. I thought I would share some of my knowledge and experience. This is not intended to cover all aspects of CEM in great detail. It is simply meant to cover the basics in terms that all people should be able to grasp and as a springboard to better game play and understanding of CEM in IL2FB.

1. Prop pitch.
2. Fuel mixture.
3. Supercharger.
4. WEP or Boost.
5. Radiator.
6. Trim.
7. Magneto.
8. Throttle.
9. Flaps.
10. Engine Start-up.

Prop Pitch

1. Prop Pitch
The ‘angle of incidence’ the propeller blade makes in relation to the direction of travel. In simpler terms - how hard it bites or grabs the air.

The amount of pitch determines how much air the prop. will pull. As the angle is changed to grab more air, more horsepower will be needed to keep the propeller turning at a given rpm. Older or less complex aircraft will have fixed-pitch props that cannot be changed.

All aircraft in IL2FB start at a prop pitch setting of 100%. 100% is the easiest for the engine to turn and grabs the least air. The angle of incidence is displayed on the right hand side of your screen notated as 100%, 95%, 90% down to 0%.

Think of prop pitch like the transmission in a car. To go faster you need to apply throttle and change gears. Just like a car in 1st gear, some aircraft set at 100% will rev to or past the maximum allowable rpm while travelling relatively slowly. Like a car changing from 1st gear to 2nd, 100% to 95% will lower your rpm and increase your forward velocity.

As you change down the blades bite more air and it takes more horsepower to turn the prop. Prop pitch set at 95% and 2,800 rpm's is going to move the aircraft faster through the air than 100% and the same 2,800 rpm's.

Some aircraft on take off will need to go to 75% to keep from over-revving at full throttle. As you dive or climb you will need to change your prop pitch to keep from over-revving or under- revving.

The amount of air the prop is able to grab is limited by the horsepower of your engine. For some aircraft if you apply full throttle at a prop pitch of 100%, the engine and prop will exceed maximum allowable rpm's. This is referred to as over-speeding the prop, or over- revving the engine.

Each plane has a maximum allowable rpm and or combat engine setting. The combat engine setting rpm should give you best airspeed at full throttle. The AdvancedPDFmanual on disk 2 will give you the combat engine setting for each aircraft or for a more detailed data graph click here.
Note: link didn't work, so i guess this is it.
http://rain01.free.fr/bf2/soca/AdvancedPDFmanual.pdf

Exceeding maximum allowable rpm's for any length of time will damage the engine. American aircraft have a red line on the tachometer showing the maximum allowable rpm. Short burst's past the maximum rpm are possible in this game without significant engine damage, though do not allow the rpm's to stay above the maximum allowable rpm's for long. Only American aircraft have a red line showing maximum allowable rpm's. All other aircraft it is suggested to use the combat engine setting as your maximum allowable rpm.

All engines have a power-band. Aircraft engines are designed to operate at constant power settings. At low rpm's the engine does not have much power, but if rpm is too high the engine will also have less than optimum horsepower and may experience damage.

The idea is to keep your rpm in the power-band. This power-band may be between 2000 and 3000 rpm. Go below 2000 and the engine does not have the power to turn the prop efficiently. Go above 3000 and the plane will not go any faster and you may damage the engine.

Some engines have a wide power-band between 2000-3000 rpm. Some engines will have a shorter power-band 2500-3000 rpm. The idea for maximum speed is to keep the rpm's at peak horsepower. This peak power-band can be as small as 2700-2800 rpm's while other engines may have a wider peak power-band of 2500-3000. You will be able to feel this power-band and with practice you will learn the power-band of any aircraft you fly.

As you change from 100% to 95% pitch and back to 100%, you may need to apply more throttle or decrease throttle input to keep rpm's in the power-band. To obtain maximum aircraft speed you want to be able to apply full throttle at the lowest prop pitch % while you keep rpm's as close as possible to the maximum allowable or combat engine setting rpm.

Applying full throttle at 100% pitch setting with some aircraft may cause over revving and damage the engine. Some aircraft will need to change prop pitch rarely, others you will need to change prop pitch frequently while conducting normal operation and or combat manoeuvres.

Maintaining optimum prop pitch and throttle settings while manoeuvring in combat can be difficult and will take practice to become proficient. Listen to the engine, after becoming accustomed to the sound of your favourite plane you will be able to keep it in the power-band with out looking at the tachometer.

Some planes have an automated system called constant speed propeller or aeromechanical screw that does not need prop pitch setting to stay in the power-band. You may change from auto prop pitch to manual and back to auto whenever you like. You will have to bind a key for this function in controls. The auto setting is slower to respond to throttle input than when using manual prop pitch control. By using manual prop pitch control and throttle input properly you may be able to increase your acceleration rate and or maximum aircraft speed for a given circumstance better than the automated system. If you practice at improving your control over prop pitch and throttle input, you will get that extra speed to get that kill or stay alive.

Multi engine aircraft have the ability to feather the prop. Feathering the prop turns the blade so that the edge of the blade is turned towards the air flow to decrease air resistance. This is necessary to do if one of your engines is shot out or damaged and or not producing usable power. Failing to feather the prop on a dead engine may produce so much drag that the one good engine may not be able to keep the aircraft in the air. If it's not running Feather it.

One note on the Bf-109 series of aircraft. The AdvancedPDFmanual on disk 2 states that 2500 rpm is the combat engine setting on 109's. I regularly operate between 2500-3000 rpm with no engine damage. 2600-2800 being most commonly used for max. climb or speed. Listen to your aircraft the sound will tell you a lot. Use common sense if the engine sounds like it's going to scream or shake it self to death it probably will. Remember that numbers supplied in manuals are best suggested numbers and or may be incorrect. In combat it may prove necessary to push past normal flight limitations. Just remember that anytime you push past normal flight procedures your aircraft may experience failure. Through testing you will be able to determine what your aircraft limitations are.

Fuel Mixture, Superchargers and WEP (War Emergency Power)

2: Fuel Mixture
Is the ratio of air and fuel mixed together as it is inducted in the engine to be burned. In IL2FB fuel mixture settings go from 120% to 0% using 10% increments. Auto rich 100% is the automatic setting when you spawn and should provide normal engine operation in all flight configurations. Enrich means to add or increase fuel to the fuel-air mixture. Lean means to lessen the amount of fuel in the fuel-air mixture.
As you increase your altitude air density lessens therefore less fuel is needed to maintain an optimum burn rate. Fuel-air mixture needs to be adjusted according to your altitude.

If the fuel-air mixture is too rich: the engine may sputter, spark plugs will foul, power will decrease, rpm will fall, you may see smoke emitting from exhaust stakes and a smoke trail behind your aircraft. This should cause no damage to the engine other than fouling the spark plugs. I do not believe fouling spark plugs is part of the code in IL2FB. Loss of power, decrease of rpm's and smoke trail does happen in some aircraft in IL2FB.

If the fuel-air mixture is too lean: you may experience engine sputter, decrease of power, rpm will fall, engine may become damaged and fail, or engine will stop running due to fuel starvation. Using too lean a mixture setting can increase heat and cause engine damage.

When you have the correct fuel mixture setting for a given altitude your engine will run the best. The way to find out what is the best setting is experiment - listen to the engine, watch the tachometer, look for a smoke trail.

Suggested Settings:
Basically, the lower your altitude the richer the mixture needs to be. The higher the altitude the leaner the mixture needs to be.
Take-off and landing: 100% - 120%.
(100% or 120% for take off and landing ensures safety as the engine should not experience a failure due to improper mixture setting. I have found 100% to work fine in all aircraft for takeoff and landing.)
Sea-level: 80% - 100%
(Some aircraft with Boost-wep at sea level may need 120%)
Higher altitudes: As you climb adjust the mixture to a lower % of fuel.
(Aircraft with a supercharger may not need the mixture leaned at higher altitudes - the supercharger maintains the same air pressure at all altitudes.)

3: Supercharger or Turbocharger
Is a device that compresses the fuel-air mixture: as altitude increases the density of air decreases - the engine has less air to burn and loses power. A supercharger will allow an engine to produce better power at higher altitudes.

If you go high enough without a supercharger the engine may stop running or will not produce enough power to climb any higher.

When planes have a 2-stage supercharger, Stage 1 is used at lower altitudes (generally ~ 0-3000m). Stage 2 is used ~ 3000m+.

Specific aircraft have different switching levels: some switch from 1 to 2 at 2500m while others at 3500 -4000m. (If you switch to Stage 2 at low altitudes the supercharger will produce more pressure than the engine will be able to handle and will eventually ruin the engine.)

Some aircraft do not have a supercharger or use a multi-stage supercharger that needs no adjustment.

Deciding WHEN to switch:

Check supercharger pressure using the manifold gauge.

If you switch to 2 and do not experience increase in power or rpm then go back to 1.

If you are at high altitude using 2 and dive on an enemy you will need to switch to 1.
Note: WT has automatic supercharger.


4: WEP or Boost
The term ‘boost’ utilized in IL2FB manuals is technically incorrect. WEP (War Emergency Power) is the most widely used terminology to describe emergency or very high temporary power settings. I will utilize boost-wep to maintain similarity with manuals. Boost-wep is an additive to the fuel-air mixture that increases hp for a limited time.
Some aircraft provide additional power by pushing the throttle to 110% above normal without an additive. 110% by itself can have a similar affect as an additive by increasing engine heat build up and decreasing longevity.
Using Boost-wep:
Different aircraft use different methods:
1. Boost-wep is always on and cannot be uncharged / unarmed. It will come on every time you go to 110% throttle as long as a supply remains.
2. A button-press is required to get more power.
3. The system must be armed / charged first. Boost-wep then works when you push the throttle past 100%.
4. For the Bf-109 G6A/S, G10, G14, K-4: Boost-wep needs to be charged at idle or damage may result. Toggle boost-wep button at idle to charge system. Once the system is charged push throttle past 100% to 110% to use boost-wep. When the supply is gone, allow rpm to drop to idle, toggle boost-wep to disengage the system, then throttle back up to operating power.
Failure to adhere to this procedure will result in engine malfunction.
Limited capacity:
Boost-wep will not work forever. Different systems have different capacities and will only work as long as you have a supply of additive in the storage container.

Using boost-wep can cause your engine to heat up faster. With some aircraft going to 120% fuel mixture will increase the power gain as the additive provides for the ability to burn more fuel.
Some boost-wep systems help cool the engine so that maximum throttle may be used for a longer period of time before overheating.
No matter what the purpose or effect of the boost-wep your engine will eventually start to overheat and you will have to adjust radiator settings and or throttle back.
Note: Most planes in WT have weird, highly resistant WEP.


5: Radiator
Cools the engine. You have 10 or 11 settings controlling the cooling effectiveness of the radiator. Some aircraft have an auto setting some do not. Bind a key in controls to toggle radiator settings. Toggle through all the settings to see all the settings that aircraft is capable of.
Cooling the engine and maintaining aerodynamic efficiency is a constant trade off. The further you open the radiator the more drag that is produced and the slower your aircraft will go. As speed increases, wind resistance doubles. Therefore a fully opened radiator at 600kph will have a more dramatic effect on velocity than at 250kph. Throttle setting also plays a large part in engine heat. If you have the radiator opened all the way and the engine will not cool down reduce throttle to 95% or 90% or less, and the engine will cool down, burning less fuel causes less heat.

There is a multitude of variations one can use to keep the engine cool and maintain maximum speed. There is no ‘wrong’ other than ruining your engine due to overheating or improper mixture setting.
Mixture setting can also play a part in over-heating the engine. Getting best performance using the best fuel-air mixture for your given altitude will cause your engine to run cooler.
Finding the best throttle setting, with the best mixture and best radiator setting for the speed you need without overheating the engine will provide best efficiency. This fine balance can give you the fastest airspeed the best climb rate or best fuel mileage. Closed provides the least cooling and least drag. Number 1 setting provides a little cooling with a little drag, all the way through 8 to Open.
(I have seen many complaints that the 109 series of aircraft engines only last a couple of minutes. This is not true. The reason the engine fails is that they are using improper propeller pitch, fuel mixture, and radiator settings. The failures are caused by the pilot and have nothing to do with bugs or code. I have found the engines in the 109's to be very durable and I am able to over-rev for short speed-bursts without damage to the engine.)
Note: If you set up the hotkeys in Full Aircraft Controls and switch back to mouse aim, it still works.
Don't forget to set THE TOGGLE MANUAL ENGINE CONTROL BUTTON.

Radiator, Trim/Magneto and Throttle

5: Radiator
Cools the engine. You have 10 or 11 settings controlling the cooling effectiveness of the radiator. Some aircraft have an auto setting some do not. Bind a key in controls to toggle radiator settings. Toggle through all the settings to see all the settings that aircraft is capable of.
Cooling the engine and maintaining aerodynamic efficiency is a constant trade off. The further you open the radiator the more drag that is produced and the slower your aircraft will go. As speed increases, wind resistance doubles. Therefore a fully opened radiator at 600kph will have a more dramatic effect on velocity than at 250kph. Throttle setting also plays a large part in engine heat. If you have the radiator opened all the way and the engine will not cool down reduce throttle to 95% or 90% or less, and the engine will cool down, burning less fuel causes less heat.

There is a multitude of variations one can use to keep the engine cool and maintain maximum speed. There is no ‘wrong’ other than ruining your engine due to overheating or improper mixture setting.
Mixture setting can also play a part in over-heating the engine. Getting best performance using the best fuel-air mixture for your given altitude will cause your engine to run cooler.
Finding the best throttle setting, with the best mixture and best radiator setting for the speed you need without overheating the engine will provide best efficiency. This fine balance can give you the fastest airspeed the best climb rate or best fuel mileage. Closed provides the least cooling and least drag. Number 1 setting provides a little cooling with a little drag, all the way through 8 to Open.
(I have seen many complaints that the 109 series of aircraft engines only last a couple of minutes. This is not true. The reason the engine fails is that they are using improper propeller pitch, fuel mixture, and radiator settings. The failures are caused by the pilot and have nothing to do with bugs or code. I have found the engines in the 109's to be very durable and I am able to over-rev for short speed-bursts without damage to the engine.)
Note: If you set up the hotkeys in Full Aircraft Controls and switch back to mouse aim, it still works.
Don't forget to set THE TOGGLE MANUAL ENGINE CONTROL BUTTON.

6: Trim:
Is the ability to move the aircraft control surfaces in small increments and hold that setting. This includes elevators, ailerons and rudder. A properly trimmed aircraft is much easier to fly. A properly trimmed aircraft will be faster and or safer. I rarely use aileron or rudder trim. In bombers trimming the rudder and ailerons will help you track a straight line for target alignment and bomb release. Trimming the elevator will allow you to maintain altitude or control climb or decent rate.

On all aircraft I have found that after takeoff as your speed increases your plane trim setting will cause the aircraft to climb. If you do not want to climb and want to gain airspeed, adjusting trim by causing your nose to go level or at a slight nose down angle will allow you to gain airspeed.
If you do not adjust trim, but push the nose down by forcing your stick forwards your plane will increase speed but at a slower rate, control pressure may become excessive at high speeds and you will not achieve the maximum airspeed potential of your aircraft.
On long climbs or descents trimming for the desired angle of attack will increase climb rate or descend rate.

On some aircraft you will have to hit the trim button more times than others. This is realistic as trim wheels, aircraft specifics or ratio of movement per revolution are not the same.
7: Magneto
Is a device that provides electricity for the aircraft. The magnetos provides electricity for the spark plugs to spark. There are 2 magnetos to provide redundancy ensuring as much safety as possible. If one goes out you have another, with out spark your engine stops.

Normal operation is use both magnetos at the same time, 1+ 2 will show on the right hand side of your screen when you toggle the key bound to that function. It is normal that when running on only one magneto your rpm will decrease by 100-200 rpm. In RL both magnetos are checked before take-off during run up. If one magneto does not work or rpm drops too much on one magneto, the flight is aborted and repairs made. I have found no reason to fiddle with the magneto settings in FB as the default setting is BOTH and I have not experienced a bad one yet.
Note: Doesn't exist in WT.

8: Throttle
Controls your engine speed. Throttle settings (in conjunction with prop. pitch, fuel mixture, supercharger stage, radiator setting, WEP, magneto setting and trim adjustment) controls airspeed and fuel efficiency. When you reference the AdvancedPDFmanual.pdf on disk 2. You will notice that there are 3 rpm settings displayed:

Combat Engine Setting is the maximum rpm you should use without causing rapid damage to the engine. You will have to adjust prop pitch at full throttle to stay at the maximum rpm unless you are using auto pitch control. The type of aircraft and radiator setting and mixture setting will determine how long you will be able to maintain this high rpm setting before overheating. Constantly running at this high rpm will shorten engine life in some aircraft.

Best Cruise rpm provides for the best cruise speed while maintaining engine reliability and longevity. You will have to adjust the prop pitch, mixture control, radiator setting, supercharger stage and trim to get best cruise speed.

Economy Cruise will give you the best fuel efficiency with a lower airspeed than best cruise. You will have to adjust the prop pitch, mixture control, radiator setting, supercharger stage and trim to get economy cruise. Long flights may dictate the conservation of fuel onboard. If an air battle lasts longer than expected and your low on fuel you may need to use economy cruise to make it back to base before running out of fuel.

Trim, Engines on startup and more technical stuff

9: Flaps
Increase lift. The by-product of lift produced by flaps is drag. Deploying flaps at high speed can damage the flaps or damage the aircraft. Deploying flaps will slow you down. There are three setting for flaps.

Combat flaps are used to increase turn rate and decrease turn radius, or can increases climb rate or help hold off slow or medium speed stalls. Using combat flaps at the right time in the right situation can get you the lead you need to get a shot at the enemy or allow you to evade an enemy's gun fire.

Take off flaps provide additional lift for take off. Take off flaps may be necessary to get off a short field or will help get a heavily loaded plane off the ground. Take off flaps will shorten your takeoff run or allow you to clear tree's or other obstructions at the end of the field.

Landing flaps provide lift and drag so that you may slow down and land softly. They will also allow you to do a three-point landing.

I have used all three settings depending on the aircraft and situation while conducting combat manoeuvres. Low and slow situations may dictate all the way to landing flaps while trying to fly slower than your opponent to cause an overshoot to gain gun solution.

10: Engine Start-up Procedure
You must bind the appropriate keys in controls to start your engine. Single engine fighters you simply need to press the key bound to Toggle Engine to start your engine.

Multi engine planes have a more complex start-up procedure. You will need to bind a key to Toggle Selection for all Engines, Select Left, Select Right, Select All and will need a key bound to each individual engine Select # 1, Select #2, Select #3 Select #4, for planes with 4 engines. You may bind up to 8 engines.

I will run you through a multi engine start-up procedure.
• Press Toggle Selection for all Engines
• Press Select Left or Select Right then press Toggle Engine to start left or right engines.
• Press Select Left or Select Right which ever is the side not yet started, press Toggle Engine.
• Press Select All to have throttle control of all engines.
This is the simplest way to start up multi engine aircraft. Selecting left or right engine during taxing and throttling up only one side can help you steer the aircraft while on the ground. Do remember to press select all before you start your takeoff run.

You may also start each individual engine by themselves rather than all engines on left or right side by pressing select # 1,2,3,4,5,6,7,8 as you want to start each engine.

If your engine is on fire you will want to select that individual engine and press the key bound to fire extinguisher to put out the fire. You may have to hit the fire extinguisher button more than once to put the fire out.

If one of your engines does not run you need to select that individual engine and press the key bound to Feather Prop.

In RL you want to let your engine warm up before taxing and or taking off, or you will damage the engine. It may be a good idea in IL2 to do the same. I have not encountered any problems with throttling up immediately after start up, though this does not mean that such is good for the engine. Once again use common sense and let your specific situation determine your needs.
Note:WT doesn't have to warm up engines.

One airplane needs further explanation. The ME-262. Start up procedure is the same as any other multi engine plane. When you hit the toggle engine key to start each engine you will hear a “put” sound. This is the two-stroke engine that starts your turbine engine. Be very careful with throttle input. You must advance or ♥♥♥♥♥♥ the throttle slowly or the engine will catch on fire.
Note:WT has simplified Me-262

Going full 100% throttle at slower airspeeds your engine can over heat and burst into flames. Throttle back until you have normal temperature or your airspeed is fast enough to cool the engine enough to run constantly at 100% throttle.

I have found that once you are up and running the throttle can be advanced and ♥♥♥♥♥♥♥♥ between 80% -100% fairly quickly without engines catching fire. Also once your airspeed is around 700 kph or above you can run 100% throttle without fear of fire.

From the Manual:

Throttle Control: Notice that on many aircraft you may push the throttle farther than Combat
Power mode (100%) to force your engine into the War Emergency Power (Emergency) mode
(up to 110%). Note that there is no Power 110 keyboard shortcut, so you’ll have to use the
Increase Engine Power control key (keyboard + by default) to gain War Emergency Power
(Emergency) when controlling throttle with the keyboard.

Emergency Power: Many aircraft modeled in the game have special systems allowing an
engine to gain advanced performance over a short period of time (as in the notorious nitrous
oxide injection system). The principles of operation vary for these systems, but for all aircraft
that are equipped this way, their systems may be engaged using the Boost (WEP) On/Off control
button.

Supercharger Control: High-altitude engines are equipped with superchargers or turbochargers
of different design. While many of these are automatic, others have manual controls. In
aircraft with manual controls, you have to use Supercharger Next Stage and Supercharger
Previous Stage to adjust the supercharger gear as your flight altitude changes. Most of the
chargers are two-stage, and only require shifting up one gear when passing altitude at around
2,500 meters. Note: This function will not work for planes that have fully automatic pitch or
superchargers with multiple stages.

Mixture Control: Most of the engines allow the pilot to adjust mixture richness manually.
While the nominal position of this control (Auto Rich) should provide normal engine operation
in all flight configurations, some input may be required at high altitude or when the engine
has taken damage in battle. It is common to use increased (Full Rich) setup during takeoff or
as a means of emergency power.

Radiator Control: Pacific Fighters has advanced radiator control. In Advanced Engine Controls mode, you now have five cowl or radiator-flap positions to provide more accurate
control. Plus, on certain aircraft, you may put the radiator flap in automatic mode.

Propeller Pitch Control: You can control propeller pitch with the numerical keys, setting them to a specific value, or by using the Increase Propeller Pitch and Decrease Propeller Pitch control keys for a more convenient and accurate propeller control.

Fixed Propeller: Some older airplanes found in the game are equipped with simple fixed-pitch wooden propellers. Those, of course, have no automation or control, and require no pilot input.

Variable Pitch Propeller: These propellers have variable airscrew blade incidence. In this case, Propeller Pitch Control directly affects the airscrew blade pitch and needs to be adjusted constantly as the airplane’s speed changes. Note that setting the blade pitch too low may result in the engine over-revving.
Some aircraft used to have special equipment providing automatic propeller control; however, the pilot could input changes of pitch and adjust blade angles manually whenever necessary.

Constant Speed Propeller: The most advanced, yet most common propellers in WWII-era aircraft were constant speed propellers. With these, the pilot uses the Propeller Control to set his desired engine RPM, while the propeller governor attempts to maintain the set RPM.

Aeromechanical Screw: This type of airscrew balances aerodynamic forces and propeller inertia to maintain optimal blade incidence. It requires no input from the pilot.

Propeller Feathering: Some propellers allow you to “feather” the blades – or turn the blades
parallel to the airflow to reduce drag. This becomes essential when an engine fails in-flight.

[The Golden Cavalry of St. George]

instructions not clear dick caught in ceiling fan

[The Tarman]

I just realized it can make sense if you add an outside resource like additive to acheive 110% as you say in your guide though. At least that part is clear to me now.

[The Tarman]

Thanks a lot for your efforts here. I never understand though how anything can be rated at above 100%. If a plane can throttle up to 110% doesnt that just mean its now at 100% and it was at 90% before? lol

[felipe rocha 98]

its tle same of il2 cliffs of dover

[Titface]

great job... and at least one usefull guide on steam :)

[John Vitutus]

Well thats a long guide :3

[Gogkti]

Only U.S instruction videos :(

[✰✠✚Brigadeführer panther]

dam you pro at rhee game by the way

[Pontte]

Damn nice