BAG MORE HUNS WITH

SAILOR MALAN’S TEN RULES OF AIR FIGHTING

South African born Top Ace Adolf ‘Sailor’ Malan

commanded the RAF’s 74 squadron during the Battle
of Britain. A tough leader, fine shot and aggressive
opponent, Malan used his combat experience to develop
revolutionary new tactics and laid down ten rules for
air fighting which serve as good advice to all Sprogs.

1. Wait until you see the whites of his eyes. Fire short 6. Make your decisions promptly. It is better to act quickly even though
bursts of one to two seconds only when your sights are your tactics are not the best.
definitely "ON". 7. Never fly straight and level for more than 30 seconds in the combat
2. Whilst shooting think of nothing else, brace the whole of area.
your body: both hands on the stick: concentrate on your 8. When diving to attack always leave a proportion of your formation
ring sight. above to act as a top guard.
3. Always keep a sharp lookout. "Keep your finger out". 9. Initiative, aggression, air discipline, and teamwork are words that
4. Height gives YOU the initiative. mean something in Air Fighting.
5. Always turn and face the attack. 10. Go in quickly - Punch hard - Get out!

Sailor Malan survived the war with 27 kills, 7 shared victories, 3 ‘probables’ and 16 enemy aircraft damaged

BAG THE HUN www.toofatlardies.co.uk

takes its name from a British Air Ministry Manual
that was issued to RAF fighter pilots during the Second Visit the main TooFatLardies website to download:
World War. The pamphlet contained a series of tests and
exercises to help pilots estimate range and angle of
FREE! Additional Aircraft Record Sheets
deflection. FREE! BTH Card Templates

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Hexagonal markers in etched
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 Bag the Hun
SECOND EDITION
BY NICK SKINNER

TABLE OF CONTENTS
1. ASSUMPTIONS ..................................................................................................................................................... 3
2. AIRCRAFT CHARACTERISTICS .................................................................................................................................... 4
3. PILOT ABILITY ...................................................................................................................................................... 5
4. TURN SEQUENCE, CARDS AND INITIATIVE ................................................................................................................... 8
5. BOGEYS ............................................................................................................................................................ 12
6. SPOTTING ......................................................................................................................................................... 14
7. FORMATIONS ..................................................................................................................................................... 15
8. SPEED .............................................................................................................................................................. 19
9. MANOEUVRES.................................................................................................................................................... 21
10. GETTING ON THE TAIL, DEFLECTION & LENGTH OF BURST............................................................................................. 27
11. FIRING.............................................................................................................................................................. 29
12. FIRING WITH AIR GUNNERS ................................................................................................................................... 32
13. EFFECTS OF FIRING AND DAMAGE ........................................................................................................................... 33
14. AIR TO AIR ROCKETS............................................................................................................................................ 39
15. FLAK ................................................................................................................................................................ 40
16. GROUND TARGETS AND SHIPPING........................................................................................................................... 43
17. BOMBING ......................................................................................................................................................... 46
18. TORPEDO ATTACKS ............................................................................................................................................. 48
19. STRAFING AND ROCKET ATTACKS............................................................................................................................ 50
20. DAKKA…DAKKA…DAKKA… .................................................................................................................................. 51
21. GAME WITHIN A GAME: BAG THE DOODLEBUG! ......................................................................................................... 55

APPENDICES

JOHNNY DANGER'S INTELLIGENCE BRIEFING: FORMATIONS AND THE WAR IN THE AIR ................................................................... 56
AIRCRAFT DATA TABLES .................................................................................................................................................. 65
AIRCRAFT RECORD SHEETS............................................................................................................................................... 73

TooFatLardies produces rule sets for a number of wargaming periods. The

rules use a combination of variable bound and command and control
mechanisms to inspire wargamers to take historically realistic decisions
where realistic outcomes are the order of the day and where there is no
place for rule lawyers.

www.toofatlardies.co.uk
 Introduction

“I then saw three ME109Es pass under me at about 1,000feet below. I got behind them and closed to about 150 yards from the second one. I fired
three bursts of about two seconds each attacking from the starboard quarter. After the third burst I saw a shower of sparks from the starboard
side of the engine in front of the cockpit followed by a big jet of white smoke. A lot of pieces flew off the nose of the aircraft also. The enemy
aircraft steepened its turn, went over onto its back and spiralled steeply down leaving a long trail of white and black smoke. I did not see the pilot
bale out. I claim this enemy aircraft as destroyed and think the pilot was killed by my fire”
Wing Commander Bob Stanford-Tuck bags another Hun, 1800hrs, 7th August 1941, St Omer

Few fighter pilots become Aces. Fewer still possess that special aptitude that enables them to earn the status of ‘Top Ace’, the men
of history whose acts pass into military folklore, whose combat skills separate them from their counterparts, whose exploits dictate
the flow of battle; men for whom the fighter aircraft becomes an extension of their own consciousness.

Bag the Hun allows players to take their place amidst the swirling dogfights of the Second World War. Whether you’re mixing it
with Zero’s over Guadalcanal, taking on yellow nosed Me109’s over the Straits of Dover, strafing Afrika Korps convoys on the road
th
to Benghazi, slugging it out with ball turret gunners of the Mighty 8 Air Force, performing a rocket run on a speeding train in
Normandy or boldly skimming towards the Bismarck just a few feet above the waves in your Swordfish then BTH2 has the tools you
need to turn heroic exploits into memorable games. With easy hex based mechanics and plenty of dice players of Bag the Hun 2
will enjoy an expanded aircraft data set, giving eight pages of aircraft stats for aircraft that flew in combats from the Spanish Civil
War through to the fall of the Berlin and the Empire of Japan in 1945. Use nationally specific table to determine the basic skills of
the pilots under your command, assign them some individual characteristics, choose your aircraft, select from a range of historically
accurate formations and take on your tabletop opponent using an increased range of realistic combat manoeuvres, enhanced rules
covering unspotted ‘bogeys’ and whole sections on air to air rockets, air gunners, torpedo runs, and all forms of ground attack – in
which players will find themselves facing formidable anti-aircraft fire. With its card driven system, Bag the Hun 2 lends itself
superbly to solo gaming, and those gamers – as well as hopefully most others, will enjoy extending their skills to Bag the Doodlebug
- a game within the game where players pursue V1 “buzz-bombs” as they dart across the skies towards London. Those who enjoy
developing the role-play and individual flier aspects of the rules a small but rather sweet section has been added to provide
additional pilot characteristics. For scenarios, look no further than your nearest TooFatLardies Summer or Christmas Special, the
TFL website (www.toofatlardies.co.uk) and keep your eyes peeled for some upcoming scenario supplements exclusively created for
BTH2.

Never in the field of aerial wargaming has so much been owed by one, to so many. I am indebted to playtesters at Lard Island and
elsewhere in the world who have applied their experience and understanding of aerial combat, and their knowledge of gaming
systems, to help guide the novel concepts within these rules and to expand them into new areas. Without their drive – and
constant nagging – this second edition would not have been completed. Amidst this swirling dogfight I must single out US gamers
James Crate, Joe Legan and Chuck Hamack for their boundless energy and ability to e-mail me in the middle of the night, as well as
my rather more local colleague, Richard Clarke for his excellent artwork.

In the world of wargaming those of us who take to the skies are a minority; we might like to call ourselves a ‘few’. Sitting in our
games rooms sporting our imaginary Mae Wests we take to the dizzy altitudes of the tabletop again and again on sortie after blood
curdling sortie. For us the worst that may happen is that we spill our beer, get pizza stains on our shirts or maybe prang one of our
favoured toys. That we enjoy such seemingly inconsequential liberties is a testament to the bravery of those whose exploits we
recreate on the tabletop.

I hope you have many enjoyable games of Bag The Hun

Nick Skinner
Lard Island
January 2010

www.toofatlardies.co.uk Page 2
1. Assumptions
“Height gives you the initiative”
Sailor Malan, RAF Ace

Bag the Hun is built around the following main assumptions:

• The ability of one combatant gain a victory over another is determined by a combination of factors - mainly aircraft type,
relative speed, aspect (relative to each other and the sun) pilot skill and tactical awareness.

• Initiative counts for a lot in aerial combat, and altitude advantage is the key to this.

• An unspotted enemy has a distinct advantage.

• A man fighting alone is at a definite disadvantage - formations are crucially important to tactical cohesion but hard to
maintain in combat conditions, especially for poorly skilled pilots.

• The ability of an aircraft to perform complex manoeuvres is determined by pilot skill, aircraft type and damage sustained.

 Maximum speed is determined by aircraft type, damage and climb/descent angle.

• The chance of hitting a target is determined by pilot skill, aspect and proximity to target and the volume of fire.

• Damage sustained is determined by the number hits, the weight/type of the ammunition and the robustness of the aircraft.

Before playing Bag The Hun for the first time you will need: Before each game of Bag The Hun you must:

 A game mat overprinted with a hexagonal grid design (whilst  Prepare the card deck for the game you are
this is not absolutely essential, if you do not have a hex mat you about to play
will need to convert the way distance and movement is
performed under these rules).  Determine unit strengths, aircraft types and
pilot types for each side
 Counters or model aircraft, based approximately to fit the hex
th
pattern. Most common scales include 1/300 or 1/600 .
th  Use the aircraft data tables to prepare
individual aircraft record charts for each
aircraft in the game.
 Counters or similar to represent “Bogeys” (i.e. unspotted
aircraft – see inside front cover and Section 5)  Allocate ‘bogeys’ (see Section 5)

 Some way of marking altitude of individual aircraft and  Determine start positions. These can be either
formations. Many gamers use small d6 placed next to the dictated by the scenario or chosen by the
model to mark the altitude band but specialist stands are players. For beginners a head to head game
available. works well, with formations entering from
opposite table edges.
 Up to twenty d6 (a six sided dice marked 1-6) for rolling during
the game, plus one d4 (a dice marked 1,2,3,4) and at least one  Determine the position of the sun
d10 (marked 0-9)
 Determine any scenario specific objectives
 A series of cards to govern the turn sequence (see Section 4)
DETERMINING THE POSITION OF THE SUN
 Markers or models to indicate ground or surface targets, if
applicable

 To familiarise yourself with the main elements of these rules

Try using this method in games where the angle of sun

is not dictated by the scenario. Choose a hex located
approximately in the middle of your hex mat. Roll a d6.
The shine is shining into the hex through the hex face
indicated in the diagram. Remember the sun shines
through the same hex face of every hex on the mat.

www.toofatlardies.co.uk Page 3
 2. Aircraft Characteristics
“Any pilot who attempted to get away from an attacking P-47 by going
into a dive in a cloudless sky didn‟t live long enough to tell his comrades”
Lt Steve Pisanos, 334th Fighter Squadron

Aircraft are assigned ratings in the following categories. When playing a game these factors must be recorded on an Aircraft Record
Sheet, templates for which are included in the appendices at the back of these rules.

SPD MAN ALT ROC ROB SIZE FF

SPEED MANOEUVRE ALTITUDE RATE OF CLIMB ROBUSTNESS SIZE FIRE FACTOR

The SPD rating Relative MAN The ALT factor The ROC factor The ROB factor The SIZ rating is a The FF rating
shows the aircraft’s ratings are used to represents the shows the number reflects the ability value which shows the
basic movement determine how maximum altitude of altitude bands of the aircraft to represents the firepower that the
distance in hexes. easily an enemy band that the the aircraft can withstand damage overall size of the undamaged
can get on your tail. aircraft can reach. ascend in any one and is again given aircraft, with aircraft is capable
In general, 50mph Aircraft are rated Seven broad turn. a number rating. aircraft being of putting out
of airspeed is from 1 to 6*with bands are used: Aircraft with a low rated from 1 from each
represented by the higher rating It is rated from 0 to value generally (small) to 6 (big). elevation (front,
one hex, thus an being more 0 = On the ground 3 with 0 being the have poor right, left, and
aircraft with a manoeuvrable. 1 = < 1,000 ft worst (i.e. no climb protection whilst a Larger aircraft are rear). For aircraft
speed of 350mph 2 = 1,000-4,999 ft possible) and 3 higher rating easier to hit and armed with more
might have a basic Aircraft with low 3 = 5,000-9,999ft being the best. indicates an are generally than one weapon
SPD factor of 7. MAN ratings are 4 = 10,000-19,999ft aircraft with slower with a low type, the factor
generally easier to 5 = 20,000-29,999ft Most fighters have greater armour manoeuvrability allotted
The SPD rating is hit. The MAN rating 6 = >29,999 ft a ROC of 2. Jets protection and a rating. represents the
reduced by 1 for all may reduce as may be able to higher capability combined
aircraft carrying damage is Aircraft must be in climb 3 bands. to withstand The size of the firepower of
bombs, torpedoes, sustained. the same altitude damage. target affects the cannon and
or external long A * against the band as their Ability to climb number of dice machine guns.
range fuel tanks. MAN rating means opponent if they may be reduced as The ROB rating is rolled when firing.
that the aircraft wish to fire on the aircraft takes used when
counts as more them. The higher damage. calculating the AMMUNITION
manoeuvrable than the altitude the effect of hits from All aircraft have an AMMO LIMIT for
other aircraft with more likely you gun fire and Flak. pilot operated machine guns and
the same rating. will be able to cannon. This must be recorded on the
(i.e. if an aircraft utilise bonus Aircraft with a * aircraft record sheet.
with a rating of 4 is cards. This is the against their ROB
tailing an aircraft key to retaining rating suffer As firing occurs, ammo will be used
rated 4* then the the initiative in a increased risk of against this limit at various rates
4* aircraft would dogfight. catching fire when depending on length of burst, pilot
count as more hit. type, etc. This will be recorded on the
manoeuvrable). Aircraft with a * record sheet. Once the ammo limit has
rating against been reached the aircraft is out of
Aircraft whose their maximum ammo and those guns may no longer
MAN rating is ALT rating may fire.
underlined benefit always claim
from excellent altitude Air gunners are assumed to have
rates of roll (see advantage over sufficient ammunition for the
section 9.5) other aircraft in encounter and so no record keeping is
their maximum needed for these guns.
The MAN rating is ALT band.
reduced by 2 for all
fighters carrying Some aircraft also have additional characteristics and may benefit from certain
bombs or long advantages when performing certain manoeuvres.
range fuel tanks, These are shown on the detailed aircraft data lists
and by 1 if carrying
rockets. All aircraft
carrying external BLANK AIRCRAFT RECORD SHEETS AND FULL STATS FOR
torpedoes have WW2 AIRCRAFT ARE INCLUDED AT THE END OF THESE
their MAN reduced
by 2.
RULES

www.toofatlardies.co.uk Page 4
3. Pilot Ability

“Luck was with me during those months. It was with me when I shot down
an enemy plane, and it did not abandon me when I was badly hit myself”
P/O Ludwik Martel, Polish fighter pilot, 603 squadron, RAF

3.1. PILOT ABILITY

Bag the Hun assumes five basic pilot types. All pilot grades are irrespective of rank.

SPROG REGULAR VETERAN JUNIOR ACE TOP ACE

With only a few flying hours With a greater number of The Veteran pilot knows Pilots with five or more Don’t let this man get on
under his belt the Sprog or flying hours under his belt well his own abilities, the kills became Aces. In your tail. The Top Ace is the
Rookie knows enough to stay the Regular pilot is likely capabilities of his aircraft practice we can distinguish natural hunter of the skies,
in formation but his reactions to have flown combat and the tactics of his friends between relatively low the man for whom his
under fire are uncertain and missions before and is and enemies. A benefit to scoring Junior Aces and aircraft is an extension of his
his knowledge of tactics and familiar to squadron any formation, the Veteran Top Aces with large being. He can perform
lack of experience when formation flying and pilot is an excellent flyer, numbers of kills to their almost all manoeuvres and
controlling his aircraft under keeping position during but lacks the combat kills name. Junior Aces are, to has that extra sense needed
combat conditions means combat. He knows a few and sixth sense that turns all extents and purposes, to stay one step ahead of
that he will struggle to manoeuvres, and is more veteran pilots into Aces. veteran pilots with a killer the enemy.
perform some complex or than capable of bagging a edge and an extra slice of
rapid manoeuvres. He is few kills given the Veterans receive bonuses luck. The Top Ace usually flies as
unlikely to dictate the pace or opportunity. on certain tests of flying squadron, flight or section
development of the combat. ability but no benefits when Junior Aces tend to leader and as such uses his
Once on his tail, most pilots Regular pilots form the it comes to gunnery. receive modest bonuses superior spotting and
can expect to cause him some bulk of most formations on dice rolls for combat tactical ability to maximum
damage. By contrast, the and may commonly be Sections, Flights or manoeuvres and firing, advantage. Formations that
Sprog will struggle to stay found flying as section squadrons are often led by although not to the same include a Top Ace should
latched onto the tail of higher leaders. It is relatively Veteran pilots. extent as Top Aces. expect to grasp the initiative
grade pilots and is more likely rare to find them leading When playing games in a dogfight. Top Aces
to fire longer, inaccurate larger formations. involving Junior Aces receive bonuses for most
bursts. ensure that a Junior Ace tests. Use Top Aces sparingly
Bonus Card is included in but when you do, remember
But beware, many a Top Ace the pack. This enables the to include the Top Ace
can fall victim to a lucky Junior Ace to take a bonus bonus card.
Sprog! move or fire.

Pilot Luck Rating Pilot Luck Rating Pilot Luck Rating Pilot Luck Rating Pilot Luck Rating
-1 0 0 +1 +2
Optional pilot characteristics are included in Section 20

3.2. PILOT LUCK

You don’t get to be a Top Ace without a fair slice of luck, whereas Sprogs are less likely to be blessed in this way. Pilot Luck factors
shown in the table above are used in BTH as adjustments to dice throws. They are generally used to weigh the odds in favour of
better pilots.

3.3. DETERMINING PILOT ABILITY

The table on the next page can be used to quickly generate pilot ability for a game of any size.

www.toofatlardies.co.uk Page 5
 PILOT GENERATION TABLE
Roll a d10 for each pilot: (TA = Top Ace, JA = Junior Ace, VET = Veteran, REG = Regular, Sprog = Sprog)
Luftwaffe 1939 to 1943 1 2 3 4 5 6 7 8 9 0
Stabfuhrer TA TA JA JA JA VET VET VET VET VET
Schwarmfuhrer TA JA JA VET VET VET VET VET VET VET
Rottenfuhrer JA JA VET VET VET VET VET VET REG REG
Rottenman VET VET REG REG REG REG Sprog Sprog Sprog Sprog
Luftwaffe 1944 onwards 1 2 3 4 5 6 7 8 9 0
Stabfuhrer TA TA TA JA JA JA VET VET VET VET
Schwarmfuhrer TA TA JA JA JA VET VET VET VET VET
Rottenfuhrer JA JA VET VET VET REG REG REG REG REG
Rottenman VET VET REG REG REG Sprog Sprog Sprog Sprog Sprog
Luftwaffe Sturmgruppen 1 2 3 4 5 6 7 8 9 0
Stabfuhrer TA TA TA TA TA JA JA JA JA JA
Schwarmfuhrer TA TA TA TA JA JA JA VET VET VET
Rottenfuhrer JA JA JA JA VET VET VET VET VET REG
Rottenman VET VET VET VET REG REG REG REG REG REG
RAF* to June 1940
1 2 3 4 5 6 7 8 9 0
(and FAA to Dec 1941)
Squadron Leader VET VET VET VET VET VET REG REG REG REG
Flight Leader VET VET VET REG REG REG REG REG REG REG
Section leader VET REG REG REG REG REG REG REG REG Sprog
Section Pilot REG REG REG REG REG REG Sprog Sprog Sprog Sprog
RAF July-Sept 1940 1 2 3 4 5 6 7 8 9 0
Squadron Leader TA JA JA VET VET VET VET VET REG REG
Flight Leader TA JA JA VET VET VET REG REG REG REG
Section leader JA JA VET VET VET REG REG REG Sprog Sprog
Section Pilot REG REG REG REG Sprog Sprog Sprog Sprog Sprog Sprog
RAF Oct –Dec 1940 1 2 3 4 5 6 7 8 9 0
Squadron Leader TA JA JA VET VET VET VET VET REG REG
Flight Leader TA JA JA VET VET VET REG REG REG REG
Section leader JA JA VET VET VET REG REG REG REG REG
Section Pilot REG REG REG REG REG Sprog Sprog Sprog Sprog Sprog
RAF and Fleet Air Arm
1 2 3 4 5 6 7 8 9 0
1941 onwards
Wing Commander TA TA JA JA VET VET VET VET VET VET
Squadron Leader TA JA JA JA VET VET VET VET VET REG
Flight Leader JA JA VET VET VET VET REG REG REG REG
Section leader JA VET VET VET VET VET VET REG REG REG
Section Pilot VET VET VET REG REG REG Sprog Sprog Sprog Sprog
USA Early War (41 – 42) 1 2 3 4 5 6 7 8 9 0
Wing Leader JA JA VET VET VET VET VET VET REG REG
Squadron CO JA JA VET VET VET VET REG REG REG REG
Element Leader VET VET VET REG REG REG REG REG Sprog Sprog
Wingman VET REG REG REG REG REG Sprog Sprog Sprog Sprog
USA Late War (43-45) 1 2 3 4 5 6 7 8 9 0
Wing Leader TA JA JA JA VET VET VET VET VET VET
Squadron CO TA JA JA VET VET VET VET VET REG REG
Element Leader JA VET VET VET VET REG REG REG REG REG
Wingman VET REG REG REG REG REG REG Sprog Sprog Sprog
Russians 1939 to 41 1 2 3 4 5 6 7 8 9 0
Regiment leader JA VET VET VET VET VET REG REG REG REG
Squadron or Flight Leader JA VET VET VET REG REG REG REG REG REG
Section Leader VET VET VET REG REG REG REG Sprog Sprog Sprog
Section Pilot* REG REG REG REG Sprog Sprog Sprog Sprog Sprog Sprog
Russians 1942 to 43 1 2 3 4 5 6 7 8 9 0
Regiment leader TA JA JA VET VET VET VET VET VET VET
Squadron or Flight Leader TA JA JA VET VET VET VET REG REG REG
Section Leader JA VET VET VET REG REG REG REG Sprog Sprog
Section Pilot* VET REG REG REG REG Sprog Sprog Sprog Sprog Sprog
Russians 1944 onwards 1 2 3 4 5 6 7 8 9 0
Regiment leader TA TA JA JA JA VET VET VET VET VET
Squadron or Flight Leader TA TA JA JA VAT VET VET VET REG REG
Section Leader TA JA VET VET VET VET REG REG REG REG
Section Pilot* VET VET VET REG REG REG REG Sprog Sprog Sprog

www.toofatlardies.co.uk Page 6
Japanese Navy 1939 -
1 2 3 4 5 6 7 8 9 0
1943
Kokutai leader TA JA JA JA VET VET VET VET VET VET
Hikotai or Flight Leader TA JA JA VET VET VET VET VET VET REG
Shōtai Leader TA JA VET VET VET VET VET REG REG REG
Section Pilot JA VET VET VET REG REG REG Sprog Sprog Sprog
Japanese Navy 1943
1 2 3 4 5 6 7 8 9 0
onwards
Kokutai leader TA TA JA JA VET VET VET VET VET VET
Hikotai or Flight Leader TA JA JA VET VET VET VET VET REG REG
Shōtai Leader JA VET VET VET VET REG REG REG REG Sprog
Section Pilot VET VET REG REG REG REG Sprog Sprog Sprog Sprog
Japanese Army Air
1 2 3 4 5 6 7 8 9 0
Force 1939 to 1943
Sentai Leader TA TA JA JA VET VET VET VET VET VET
Chutai or Flight Leader TA JA JA VET VET VET VET VET REG REG
Shōtai Leader JA VET VET VET VET REG REG REG REG Sprog
Section Pilot VET VET REG REG REG REG Sprog Sprog Sprog Sprog
Japanese Army Air
1 2 3 4 5 6 7 8 9 0
Force 1944 to 1945
Sentai Leader TA JA JA JA VET VET VET VET VET VET
Chutai or Flight Leader TA JA JA VET VET VET VET VET VET REG
Shōtai Leader JA VET VET VET VET REG REG REG Sprog Sprog
Section Pilot VET REG REG REG REG Sprog Sprog Sprog Sprog Sprog
France, Poland & Low
Countries (and Italy 1 2 3 4 5 6 7 8 9 0
1940)
Squadron lead or above VET VET VET VET VET VET REG REG REG REG
Flight or section leader VET REG REG REG REG REG REG REG REG Sprog
Section Pilot REG REG REG REG REG REG Sprog Sprog Sprog Sprog
Italy 1941 onwards 1 2 3 4 5 6 7 8 9 0
Squadron lead or above TA JA VET VET VET VET REG REG REG REG
Flight or section leader JA VET VET REG REG REG REG REG Sprog Sprog
Section Pilot REG REG REG REG REG Sprog Sprog Sprog Sprog Sprog
Finland (Winter War) 1 2 3 4 5 6 7 8 9 0
Escadrille leader JA JA VET VET VET VET REG REG REG REG
Flight or section leader JA VET VET VET VET VET REG REG REG Sprog
Section Pilot VET REG REG REG REG REG REG REG Sprog Sprog
Finland (1941 onwards) 1 2 3 4 5 6 7 8 9 0
Escadrille leader TA JA JA VET VET VET VET VET VET REG
Flight or section leader TA JA VET VET VET REG REG REG REG Sprog
Section Pilot REG REG REG REG REG REG Sprog Sprog Sprog Sprog
Other Axis** 1 2 3 4 5 6 7 8 9 0
Squadron leader TA JA VET VET VET VET REG REG REG REG
Flight or section leader JA VET VET VET VET REG REG REG REG Sprog
Section Pilot REG REG REG REG REG REG Sprog Sprog Sprog Sprog
*RAF includes Commonwealth Squadrons and Coastal Command
**For Other Axis nations add 1 to roll for period up to 1942

3.3.1. Bomber Crews

Ace bomber crews receive a bonus on their bomb run. It is suggested that the squadron leaders and above for bomber crews roll
against the Flight or section leader heading.

3.3.2. Co-pilots, observers and crew

The pilot is assumed to remain in control of the plane until killed or blacks out. If this occurs the co-pilot (where present) can
assume control when desired and provided he’s not dead! All co-pilots count as Sprogs. This reflects that much of their attention is
focused on what’s going on inside, rather than outside, the cockpit. Air gunners and other crew are assumed to be Regular. In some
scenarios it is not unreasonable to give some expert or highly experienced air gunners a bonus when firing, but these should be
very rare and these crews should be identified before the game starts.

www.toofatlardies.co.uk Page 7
4. Turn Sequence, Cards and Initiative

4.1. TURN SEQUENCE

The turn sequence in BTH is determined by drawing cards from a pre-shuffled, game specific, deck. The unpredictable order in
which the cards are drawn reflects the chaotic uncertainty of aerial combat and enables us to focus in on the key action areas and
manoeuvres. All cards are shuffled and placed in one pile, face down on the table. Each card is turned and actioned in sequence
until there are no cards left in the pack. At that point the turn is ended and all cards are reshuffled ready for the next run through.
There is no limit to the number of ‘turns’ that makes up a ‘game’ of BTH (unless dictated by the scenario). The game continues until
the combat is ended, or until you reach the end of your available playing time.

THE USE OF CARDS INITIATIVE

You will need to prepare a card deck. Cards for BTH can be If you have the initiative in the dogfight then you will be able to claim
downloaded from www.toofatlardies.co.uk. Some gamers like to bonus cards. Being able to claim bonus cards will enable you to perform
use labelled poker chips instead of cards. more actions during a turn, giving you an advantage over your
opponent. Basically, there are three conditions that can influence your
 ALL cards can only be played when they are turned - No cards ability to claim bonuses, and hence claim the initiative. These are:
can be ‘reserved’ for later in the turn.
1. Being a better pilot
 MOVE cards are not optional – aircraft MUST move on the turn 2. Being in formation
of their card. 3. Having an altitude advantage

 Aircraft may fire on the turn of this card. FIRE cards must be A look at the cards will reveal that better pilots get more activation
included in the pack but aircraft do not have to fire if the chances and can do more things. A Top Ace, for instance, may get to
controlling player does not wish to. move up to four times within the same turn (e.g. he will definitely get to
move on his Section Move card, his formation may be able to claim the
 Other OPTIONAL and BONUS cards must be dealt but do not Formation Bonus card, he may be able to claim the Altitude Bonus card
have to be utilised if the player chooses not to. and he may choose to move again, or fire, on the Top Ace bonus card).
To have been able to do this he must have been in the best tactical
 Individual SECTION and CHARACTER cards are only added to situation – he is an excellent fighter ace leading a tactical formation
the pack at the end of the turn in which that section or which has altitude advantage over his opponent. On the other side, a
character has been ‘spotted’. Up to that point sections and regular section pilot flying on his own at a low altitude will be unable to
individuals activate on the turn of that sides ‘BOGEY’ card. claim any bonuses and will only get to move on the turn of his Section
Move card. This imbalance is intentional and is designed to reflect the
Details of the actions driven by the cards are shown on the next two fact that dominant pilots and historical tactics dictate the flow of the
pages. dogfight, and means that lesser pilots really get the feeling that ‘this
guy’s all over me!’

THE MOVE SEQUENCE FIRING AND THE EFFECT OF DAMAGE

Aircraft must move on the turn of their movement card, or on the Aircraft may fire on the turn of their section fire card, or on a character,
turn of a bonus card that allows movement. Adopt the following Junior Ace or Top Ace bonus cards. Crew served weapons fire on the turn
sequence: of the Air Gunners card.

1. The player whose aircraft or section is activated rolls a d4 to 1. Determine the firing angle. This determines the maximum length of
determine his SPD budget for that turn (see Section 8) burst that can be used (see Section 10)

2. Perform any obligatory moves due to loss of control, wounds 2. The fire chooses what length of burst he will fire within the
etc (see Section 13). maximum permitted for that firing aspect.

3. Select a manoeuvre, or combination of manoeuvres (section 3. Check the firers FIRE FACTOR, as shown on the Aircraft Record
9.4) that expends a number of points equal to the SPD budget. Sheet. This gives the basic number of d6 to be thrown when firing.

4. Move the model on the tabletop, taking any Manoeuvre Tests 4. Modify the number of dice using the fire table (Section 11).
(see section 9.3) required and calculating the effect of them.
5. Determine what dice the defending player will roll. This is
determined by his own MAN rating and the range, as well as by his
5. Test for collisions etc if necessary (see section 8.4)
own pilot luck.
6. Once movement is complete the aircraft may be in position to 6. The players roll their dice and total the numbers of 5’s or 6’s
take a Getting on the Tail Test (see section 10.1 ) obtained. Firer checks for gun jam and Ammo Limit. Subtract the
number of defending ‘saves’ from the number of attacking ‘hits’ and
7. Return to step 1 for the next aircraft activated on the card. If cross reference this with the target ROBUSTNESS [ROB] rating on
none then the move is ended and the next card may be turned. the DAMAGE TABLE (Section 13).

7. Record damage on the target’s record sheet and act as instructed.

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THE FOLLOWING CARDS ARE ALWAYS INCLUDED IN THE CARD DECK:

SECTION MOVE SECTION FIRE BOGEYS ALTITUDE BONUS

Section Move Section Fire Bogey Cards Altitude Bonus Move

(e.g. Red Section Move) (e.g. Red Section Fire ) (e.g.: Axis Bogeys)
On the turn of this card the
One card is included per Each section that has a ‘move’ In BTH we use the term ‘Bogey’ to aircraft or group of aircraft that is
organisational section. The card should have a matching ‘fire’ reference an unspotted aircraft or in the highest altitude band has
section identified on the card may card. All aircraft in the section threat. These unspotted ‘Bogeys’ altitude advantage and may make
move, and spot. If in formation, may fire on the turn of this card. are activated on the turn of this a bonus move (move or spot only,
only the leader throws his dice for The card may not be reserved for card. A ‘Bogey’ card is included for may not fire on this card). Any
movement, the others are said to use later in the turn. each nationality. On the turn of group of aircraft of any nation
conform to his lead, but if this card all Bogeys may move, may claim this card. A formation
manoeuvring in combat then the Air gunners may spot and/or attack. Sections that always takes precedent over a
‘maintaining formation test’ may not fire on this card have not yet been ‘spotted’ move lone aircraft. If more than one
need to be applied. Aircraft that on the Bogey card. formation claims the highest
must test for engine failure and point, the one with the most aces
pilots bailing out etc will do so How many in the card deck? has the initiative (if no aces then
when the section move card is One per section. Remove from For more on bogeys see Section 5 the most veteran pilots, and so
played. The size of the section will deck when all aircraft of that on). If pilot skill is equal then
be defined by national section are destroyed. How many in the card deck? aircraft with a * rating against
characteristics, the period of the One Bogey Card for each side their ALT may claim the card. If
war being played and by the (i.e. one Axis and one Allied card). this is equal compare MAN
scenario. For instance, RAF ratings. If still equal, roll a d6!
doctrine during 1940 would mean Bogeys ALWAYS claim this in
that one card is included per three advance of spotted aircraft at the
aircraft ‘section’. By 1944 the RAF same level, regardless of pilot
were flying in pairs or fours, and skill.
so either the pair or (more likely)
the four would be grouped under How many in the card deck?
one section card. One Card Only

Long range fuel tanks and bombs

may be jettisoned on the turn of
this card
THE
Torpedoes that have been
dropped and are active in the
BLANK
water will move on the turn of the CARD
section card of the aircraft that
dropped the torpedo.
FORMATION BONUS BAIL OUT!
How many in the card deck?
One card per section or schwarm Formation Bonus Move Bail Out! The Blank Card
of aircraft, marked accordingly (e.g. Axis Formation Bonus Move)
Any pilot or crew member on It is useful to have a blank card in
As an optional rule, if you are One full group of aircraft (or either side may attempt to bail the pack for some scenarios. This
playing single aircraft duels then bogeys) in a recognisable out on this card. As an optional can be used by the games master
each aircraft could have its own formation may make a bonus rule, characters and aces may or umpire to mark when certain
movement card move or spot (no firing). Note: attempt to bail out when their scenario specific events take
Aircraft with a SIZ rating of 4,5 or character or ace card is turned. place.
6 may not utilise this card.
How many in the card deck? How many in the card deck?
How many in the card deck? One Card Only One Card Only
One card for each side
(one Axis and one Allied card)

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THE FOLLOWING CARDS ARE ADDED AS REQUIRED BY THE SCENARIO

AIR GUNNERS
CHARACTER CARDS TOP ACE BONUS JUNIOR ACE BONUS FIRE

Character Cards Top Ace Bonus Junior Ace bonus Air Gunners Fire
(e.g. Lt Bob Uppendown) (e.g. Allied Top Ace Bonus) (e.g. Allied Junior Ace Bonus) (e.g. Allied Air Gunners Fire)

It is expected that individual On the turn of this card a Top Ace Similar to the Top Ace bonus, but On this card any air gunner can
players control one or two key of the faction declared on the for junior aces only. If desired, fire at any one enemy aircraft.
characters in the dogfight. This card can attempt to spot bogeys Top Aces of the same faction that May not spot. May not shoot at
may be the section leader, or a and may also either move or fire have not already activated may Bogeys.
headstrong new recruit, whatever (not both). Alternatively, a Top use this card. However, Junior
takes your fancy. Whilst optional, Ace may attempt to bail out on Aces may not utilise Top Ace How many in the card deck?
this can add greatly to the fun of this card. If there is more than cards. One card is included per side for
the game and is recommended for one Top Ace on a side then every four aircraft with air
multi-player games. I suggest that include one card for each. The How many in the card deck? gunners (rounded up). The
all section leaders are represented player may then decide which Top One for each Junior Ace on each minimum number of cards is
with a character card, as are all Ace utilises the first card out (but side. Label card Allied or Axis as always one. e.g.: nine bombers =
junior and top aces. each ace may only operate on one appropriate three cards. One card would be
ace card per turn). If a Top Ace is removed if the number of
When the character card is part of a formation, then he may bombers fell to eight.
played, the character may spot utilise this card to move the
and, provided he has not formation, provided the section
previously been activated by his has not previously moved under
section’s move card in the same its section or character card in
turn the character may also the same turn. A Top Ace may not
perform one of the following: use his card to move torpedoes.

 He may move his aircraft and How many in the card deck?
take the GETTING ON THE TAIL One for each Top Ace of each SHIPS MOVE
TEST (if positioned to do so) faction. Cards should be marked GROUND UNITS
with nationality of Ace Ships Move MOVE
 If he is a section commander, he (e.g. Bismarck Move)
may move himself and the Only used for games involving Ground Units Move
section he is with, provided the ships or submarines. Move only. (e.g. Tank Unit 1 Move)
section is in formation and has Unspotted ships activate on the Same as Ships Move Card but for
not previously utilised its bogey card. ground units
section move card in that turn.
How many in the card deck? How many in the card deck?
Note that any formation or Include one card for each vessel One card for each ground unit
character that moves on the (or group for larger games).
character card may not move
again once the section card is JET BONUS
played.
Jet Bonus Card
 He may fire (he may also fire on (e.g.: Axis Jet Bonus)
his section fire card)
A jet formation or lone jet may
 He may attempt to bail out (but take a bonus move and (if
may not attempt to spot whilst needed) take the GETTING ON
doing so!) THE TAIL TEST. May not fire or FLAK BONUS
spot on this card. FLAK
How many in the card deck? Flak Bonus
Optional, works best if limited to a How many in the card deck? Flak Bonus This card allows one flak unit to
maximum of one character per Include one card with this title for Calculate the effects of Anti- fire again (firer’s choice). May not
section. each side using jets. Label card as Aircraft Artillery. See Section 14 be used by Poor flak units
Allied or Axis as appropriate
How many in the card deck? How many in the card deck?
One Card Only One Card Only

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4.2. MANAGING THE CARD DECK
As the card deck is at the heart of BTH it is important that it is managed carefully. Before the game starts select the cards needed
and ensure that each player has all the cards relevant to his command. Remember that until spotted, formations will move on the
Bogey card. This means that individual Section Move, Section Fire, Character cards and bonus cards associated with characters (i.e.
Top Ace Bonus) do not need to be added to the pack until the unit represented is spotted. Thus at the beginning of a game of BTH
the opening card deck will normally comprise only the following cards:

MAKE UP OF A TYPICAL CARD DECK AT THE BEGINNING OF A GAME

ALLIED
FORMATION
ALLIED BOGEYS BONUS

ALTITUDE THE BLANK

BONUS BAIL OUT CARD
AXIS
FORMATION
AXIS BOGEYS BONUS

Bogey cards will be replaced by individual section move, section fire and character cards as the game progresses and ‘bogeys’ are
spotted. For instance, let us assume that a game pits a flight (two sections each of three aircraft) of RAF Spitfires against a Schwarm
of German Bf109s (four aircraft in one section). The Brits are organised into two sections, Red Section and Green Section. The
single schwarm of 109’s operates as Schwarm 1. The British start the game as two distinct formations, with a gap of twenty hexes
between each. The Germans are deployed as one formation. At the start of the game neither knows the true strength or identity of
their enemy. The opening pack is created as shown above.

Let’s assume that the first card turned is Allied Bogeys. Because both of the British sections have not yet been spotted they may
both move (and spot) on this card. They move, attempt to spot the Germans and fail. Let’s assume the next card turned is Axis
Bogeys. The Germans, themselves unspotted, may now move and spot. They move as bogeys, and are successful in their attempt
to spot one of the RAF sections. The markers used to show the locations of that section of British fighters, Red Section as it
happens, are swapped for models of the real thing. What happens to the cards now is important. As soon as the Spitfire section is
spotted, the cards relating to that section are added on top of the cards that have already been played. This means that when this
turn is over, the cards relating to those aircraft are ready to be shuffled into the pack for the next run through. Thus in the next turn
that section will no longer count as Bogeys, and will instead be activated by the relevant card. In this instance it was Red Section
that was spotted so Red Section Move and Red Section Fire will be placed on top of the cards already face up on the table, along
with any character cards or bonus cards pertaining to the aircraft and pilots in that section. The Allied Bogeys card can be left in the
pack until all bogeys have been spotted (Green section will still activate on the Allied Bogeys card until they are spotted).

Remember that bogeys may be spotted before they have had a chance to activate. In this instance the spotted aircraft are still
activated on the bogey card for the remainder of this turn (because if their section card is not in the pack they would have no other
method of activation) but they move and manoeuvre as per their real aircraft type.

Don’t worry if this sounds complicated, you’ll soon get the hang of it.

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5. Bogeys

“Then one of our planes was burning…he was shot down right away,
I didn‟t see the Zero that got him, either”
Lt Cdr Jimmy Thach, USN, Midway 1942

Aircrews have long referred to unidentified aircraft as ‘bogeys’, hence in BTH we use the term as a method of labelling all
unspotted aircraft or threats. Those familiar with other TooFatLardies rules may identify that ‘bogeys’ perform a similar role to the
‘blinds’ found in our other rule sets.

5.1. USING BOGEYS

Unspotted aircraft appear on the table as ‘Bogeys’. Bogeys (ideally a coloured counter the size of a playing hex) represent
‘something to spot’, and may be enemy aircraft, ground targets or a ‘dummy’ marker that represents nothing but represents the
‘fog of war’. The bogey marker is placed in the hex along with an altitude marker to show position in the sky. As the game
progresses these ‘bogeys’ may be spotted and will be replaced with aircraft models, or, in the case of ‘dummies’, simply removed
from the table. Unspotted bogeys represent a real threat. Those that do not represent static ground targets will move on the turn
of the relevant Bogey card and they may even manoeuvre into position to attack (or using the parlance of the day - a ‘bounce’ – see
section 5.4). Bogeys may not be ‘stacked’ in a hex either with themselves or with spotted aircraft, regardless of altitude.

5.2. ALLOCATING BOGEYS

At the start of the game, bogey markers are allocated to each side as follows:
One bogey to represent each aircraft
One additional ‘dummy’ bogey per Junior Ace.
Two additional ‘dummy’ bogeys per Top Ace.
One bogey marker for each ground unit, ship or train
Additional ‘dummy’ bogeys as dictated by the scenario or as generated by the ‘bogey table’ below.

5.2.1. Generating bogeys

The bogey table can be used as a method of generating the number of dummy bogeys available to each side. The number of actual
aircraft in each force is multiplied by the percentage in the table to give the number of dummy bogeys that are allocated (rounded
up to the nearest whole number).
THE BOGEY TABLE
↓ Situation D6 score  1 2 3 4 5 6
Side operating over friendly territory none 10% 10% 25% 33% 50%
Side operating over enemy territory none none 0% 10% 25% 33%
Operating over neutral territory none none none 10% 10% 25%
All results are rounded up

Johnny Danger Says…

“Suppose our 1942 Pacific War scenario pits two elements of US Wildcats (say 8 aircraft in two divisions of 4) flying as Combat Air Patrol over a Task
Force against a wave of incoming Japanese Aichi Val Dive Bombers with an escort of Zeros. Let‟s say there are 12 Vals and 6 Zero‟s (total 18). In this
scenario, the Wildcats, led by my gum chewing US Navy chum and Junior Ace, Lt Bob Uppendown, are defending their own task force and so count as
operating over friendly territory. The US have eight aircraft and so get one bogeys to represent each of those (total so far: eight). Next we generate the
number of dummy bogeys. The US player rolls a d6 and scores a 5. He is over friendly territory so this means he generates a number of dummy bogeys
equivalent to 33% of his start force. 8 x 33% = 2.64 which is rounded up to 3 (taking the cumulative total to eleven). He now adds any extra bogeys
that are associated with the ace status of his pilots (Uppendown is a Junior Ace so that‟s +1), taking the total to twelve. Eight of these represent his real
aircraft, the other four are dummies. He may now position them anywhere within his agreed deployment zone.

The Japanese player is attacking the enemy fleet and so counts as operating over enemy territory. He starts by getting one bogey marker for each
aircraft in the formation (18). Next we calculate the dummy bogeys. The Japanese player rolls a d6 and he also gets a 5 (obviously the players do not see
each others roll). The number of dummy blinds he generates is the number of actual aircraft (18) multiplied by the result from the table (in this case
25%). This works out at 4.5, which we round to 5, taking his cumulative bogey total to 23. There are no aces in the Japanese formation so there are no
extra bogey markers for those so the total remains at 23. These bogeys can be positioned anywhere within the Japanese players deployment zone.

continued...

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continued...

Uppendown decides to deploy his twelve bogeys in three groups of four, to make the enemy think he has three elements in the air. But he records that
the central group of four bogeys, which he deploys in line abreast, is entirely comprised of dummy bogeys. His other two formations are each made up of
four Wildcats, and again he chooses line abreast formation for these. All the Japanese player sees is three groups of four bogeys. The Japanese player
opts to use his blinds differently, and instead of creating an additional formation he chooses to use 2 of his dummy bogeys alongside the real aircraft in
his Zero group to confuse the enemy about his strength. This group he deploys in echelon right with the two dummy blinds in the middle, making two
groups of three look like one formation of eight. The other three dummies he chooses to deploy in vee formation ahead of his main Dive Bomber force
(also in a vee formation stacked astern), where he plans to use it to draw his opponent into wasting his spotting attempts on these dummy blinds in the
hope that his main attack force can proceed without being spotted, at least initially.”

5.3. MOVEMENT OF BOGEYS

The number of hexes bogeys move on their turn is outlined in the table below. Unspotted bogeys move at a uniform speed
depending on their type. This reinforces the ‘strategic’ threat of unspotted bogeys and, for aerial bogeys, prevents the enemy
discovering the type of aircraft the bogey represents.

Bogeys move at the following rates:

Bogey type Movement in hexes

10 hexes (altitude must be marked)
Bogeys and dummy bogeys that represent aircraft in the air May climb or descend up to 2 Altitude bands without penalty.
May turn one hex face per hex moved.
Bogeys and dummy bogeys that represent ground targets capable of movement Up to 3 hexes. May turn one hex face per hex moved.
(e.g. tanks, infantry) (or may opt to remain stationary)
Bogeys and dummy bogeys that represent trains 4 hexes along a pre-designated track
Bogeys and dummy bogeys that represent fixed targets (e.g. bunkers, bridges, flak
May not move
positions etc)
Bogeys and dummy bogeys that represent naval targets (all types) Up to 3 hexes. May turn one hex face per hex moved.

5.3.1. Moving formations of bogeys

When moving a formation of bogeys simply move the formation leader to his new position, and then move the other aircraft in the
formation to conform to the leader’s new position – in a new formation if desired. Formation changes are easily carried out this
way as the formation change is deemed to have occurred during the move.

5.4. ATTACKING WITH BOGEYS – THE BOUNCE

It is possible for a bogey to manoeuvre directly behind an enemy and shoot it down without being spotted. This is called ‘bouncing’.
To do this, the bogey manoeuvres into position as part of its turn. Any bogey manoeuvring into a position where he can take a
‘getting on the tail test’ automatically passes the test. On the next turn of the bogey card the bogey – who may still be unspotted -
may fire anything up to a long burst. The bogey must declare its fire factor, but does not have to ‘decloak’ (i.e. it remains
unspotted) – even if there is an active gunner covering the area. This represents the gunner beginning to engage but not yet having
barked a warning to the pilot.

5.5. SHOOTING AT BOGEYS

This is not permitted. Bogeys must be spotted before they can be targeted. Bogeys cannot be damaged by flak and ignore
parachute cable weapons etc. Air Gunners may not fire at unspotted bogeys and may not use the Air Gunner card for spotting as it
is a fire card only.

5.6. COLLIDING WITH BOGEYS

Bogeys ignore all collision rules. They may move through hexes containing other bogeys, or aircraft, without penalty. A bogey that
drops to altitude zero is ruled to have landed (or ditched).

5.7. SPLITTING FORMATIONS OF BOGEYS

The player controlling the bogeys may elect to split his bogeys or change formation. This is permitted on the bogeys move card.
Formations adopted should still conform to mainstream formations described in the Formations section of these rules.

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6. Spotting
“I spotted a batch of Macchis, travelling in a tight V about
500 feet below me and a mile away. I went in to break them up”
Sgt G Beurling, 249 Squadron, Malta 14th July 1942

6.1. WHEN TO SPOT BOGEYS

Spotting takes place on the turn of the section or bogey move card, or on an Ace or character bonus card.
The section (or unit) identified on the card may attempt to spot. Spotting by aircraft sections is tested for by
the section leader. Formations led by Top Aces or Junior Aces may attempt to spot either before, or after
movement. Sections led by Veterans, Regulars or Sprogs may only attempt to spot after they have taken
their move. This reflects the faster reaction and situational awareness of the ace. Bogeys may attempt to
spot other bogeys before or after movement regardless of the quality of pilot the bogey represents. Flak,
ground units and ships may only spot on their activation card. Air gunners may not attempt to spot on the
‘Air Gunners’ card.

6.2. THE BLIND SPOT

Fighter aircraft or other aircraft with limited observation may not attempt to spot bogeys in hexes to their
rear, no matter how close the bogey is. Bombers in which rear gunners have been killed should also be
restricted from spotting in this area. Bogeys have no blind spot. The area of the blind spot for a one man
aircraft is shown in the diagram on the right. It covers the three hexes immediately to the rear of the
aircraft, and then spreads to a column of hexes three wide and extends without limit behind the aircraft.

6.3. HOW TO SPOT BOGEYS

Spotting opportunities are split into four categories: Unmistakable, Clear, Unclear and Tough.

Procedure: Player attempting spot rolls 2d6 and adjusts for pilot luck (i.e. Sprogs -1, Vet/Reg 0, Junior Ace +1, Top Ace +2). Bogey formations count
as veteran. Ground targets count as Sprogs for spotting, with the exception of ‘expert’ air gunners (see flak) which count as veteran.
Type of spot  Unmistakable Clear Unclear Tough
When to apply  Formations of Formations of Formations of Individual or
18 bogeys or more 9 to 17 bogeys 3 to 8 bogeys paired bogeys.
Other targets in this Other targets in this category Other targets in this Other targets include
category include airfields, include bridges, factories, category include tanks, bunkers, flak positions,
warships at sea, the smaller or berthed warships, vehicles, aircraft on the infantry taking cover, tanks
Mohne dam, etc trains, large convoys ground, moving infantry in woods
Adjusted total needed
5 6 7 9
to spot
Shift one column to the LEFT if… Shift one column to the RIGHT if…
…bogey is two or more altitude bands ABOVE spotter …spotting into the sun
…shortest distance to bogey is <10 hexes …bogey is two or more altitude bands BELOW spotter
…more than four aircraft are attempting to spot …shortest distance to bogey is >20 hexes
…spotting at night
…spotter is lone aircraft or deployed in vic formation

(note: the factors driving a shift left or right are cumulative. If a further shift is not possible use the extreme right or left column and deduct or add 1 from the dice score).

Once bogeys are spotted the marker is replaced with the model and must then move as per their unit type. Dummy bogeys are
removed from the table when spotted. Remember that bogeys may be spotted before they have had a chance to activate. In this
instance the spotted aircraft are still activated on the bogey card for the remainder of this turn (because if their section card is
not in the pack they would have no other method of activation) but they move and manoeuvre as per their real aircraft type.

6.4. AUTOSPOT
Automatic spotting occurs at the end of the turn if the distance in hexes between a friendly aircraft and the enemy bogey is equal
to or less than the number of bogeys in the formation being spotted. For the purposes of auto spotting each altitude band counts
as one additional hex. For instance, a pair of bogeys will be autospotted if it closes to two hexes of an enemy formation at the same
altitude, but would not be autospotted if it is two altitude bands higher or lower. A formation of fourteen bogeys that is twelve
hexes away but two altitude bands below will be automatically spotted. Automatic spotting does not occur if the spotter is looking
into the sun or if the enemy formation is wholly in the spotting aircraft’s blind spot.

6.5. USING RADAR TO SPOT INCOMING BOGEYS

In scenarios where one side can reasonably be expected to benefit from good ground radar plots and Fighter Direction Control, the
player claiming the benefit may be allowed to spot one enemy formation immediately after deployment. For the avoidance of
argument, this should be allowed only if included as part of the pre-planned scenario.

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7. Formations
“A man fighting alone is at a definite disadvantage.
Every effort should be made to maintain a flight formation at all times”
Colonel EA Doss, 35th Fighter Group, USAAF

Formations are a crucially important aspect of aerial tactics, and in this section we outline the various standard formations in use by
the main combatants during the war and explain how they are simulated in our table top game. Seasoned gamers will identify that
there may be some grounds for flexibility here, but for beginners the information below should be all you need to know.

7.1. FORMATIONS
Aircraft (or bogeys) are generally considered to be in formation if each of the following conditions is satisfied:

a) the aircraft (or bogeys) must all be in the same altitude band and be facing the same direction
b) the aircraft (or bogeys) must be within four hexes of another friendly aircraft (or bogeys)
c) the formation adopted must conform to a recognisable formation (see below and discussion on page 56)
d) the formation adopted must be permitted given the nationality/aircraft type and period of conflict
e) the aircraft must have started the game as a unit grouping (subject to rule on reforming pairs below)

Bogeys may not be in formation with spotted aircraft.

Standard formations include the following:

Note: in all of the diagrams below the section is assumed to be heading towards the top of the page.

The Vic
Early war weaknesses
The three aircraft vic or vee was the standard formation adopted by most European air forces at the
outbreak of the Second World War. The leader flies as No1 in this formation. In the time before radio
communications between pilots was possible, the tight vic enabled sections and flights to form on a leader
whose hand signals were clearly visible. The downside, which was to be exposed rapidly and at some
significant human cost in the Second World War, was that pilots flying the vic were forced to look within
the formation to maintain their position, meaning that the pilot was focussed on keeping his position
relative to the leader, and not scanning the skies for enemy.

The prime disadvantage of the vic is that once the formation is broken, it may not reduce to a pair. Instead, when the vic is broken, each aircraft
then flies as a lone aircraft and must dice independently for speed when moving. The vic may not be reformed and opportunities for wrestling
the initiative become reduced. The vic can be used by all nations at any stage of the war and is a standard formation for bombers, offering a
compact mutual defence and good arc of fire for air gunners. However, it is unlikely to be adopted by any fighter force capable of adopting a
more flexible formation. Not normally adopted by US, Japanese or German fighters at all and rarely used at all by fighters of any nationality after
1942.

Line Astern
A narrow front
A line astern formation is usually led by the section leader, whose guns the formation relies on as the only
aircraft likely to obtain a firing aspect on the enemy. This formation may be adopted by all nations, and
certainly was at the heart of RAF section attack philosophy at the start of the war. As with the echelon and
line abreast, line astern worked well later in the war as a multiple grouping of pairs flying one behind the
other, and indeed was at the heart of initial pairs based flight and squadron formations proposed and
expounded by the RAF after their experiences in the Battle of Britain. However the formation is not
restricted to fighters, and was commonly used by dive bombers in the early part of they war. By the latter
stages of the war ground attack aircraft had started to shy away from this formation as the single ‘tip over
point’ provided a handy aiming point for flak gunners.

Line Abreast
Utility
Line Abreast formation was commonly used throughout the war, again by all nations. As with most
linear formations, the leader would normally be positioned at one end of the line. Even after the
demise of the three aircraft section line abreast remained in common usage as it offered the ability to
break down in pairs. In this situation the leader and his wingman would fly as No1 and No2, with the
leader of the second pair and his wingman flying as No3 and No4, and so on down the line. Squadron
formations often deployed in three groups of four. Most torpedo bombers would adopt this formation
in their attack run and it was commonly used by aircraft during close ground attack.

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Echelon
A classic
The echelon formation was a standard formation adopted by all nations and, like the vic, has its origins in
the First World War. When flying in echelon formation aircraft would fly in a staggered pattern, normally
with the leader flying as the lead aircraft. Aircraft would often fly at the same level, although to increase
visibility they became increasingly likely to be staggered up or down from the leader depending on
aircraft type. The echelon formation may be used by fighters and bombers, and was a favoured
deployment of dive bomber pilots throughout the war, as well as by some allied fighter and fighter
bomber units operating over Europe from 1943 onwards. The diagram shows the line up for the classic
three aircraft section in ‘echelon right’, but there’s nothing to stop four or more aircraft using these, or
for the echelon to be to the left. Pilots used to operating as pairs could adopt an echelon ‘line of pairs’ as
a multiple section formation.

The Pair and the Extended Pair

Enter the Wingman
The pair is the most flexible of all formations. It consists of a leader (No1) and his wingman (No2). Flying with
a wingman allows the leader to concentrate on the enemy whilst his wingman concentrates on protecting the
leader and keeping an eye out for enemies. This formation is the smallest formation permitted in BTH and the
wingman benefits are apparent when firing occurs. The pair is also the only section formation that may
reform during a game. Pairs may easily be grouped to form Line Astern, Line Abreast or Echelon formations.

Players may chose to adopt a ‘close pair’, or with a wider interval as an ‘extended pair’ to increase flexibility
and improve spotting. Whilst the diagrams shows the pair flying in echelon right, it should be remembered The Pair
that the pair can be in line astern or line abreast, changing from one to the other as required as the game
progresses.

 The pair also forms the hub of the most successful section formation of
the war – the finger four (described below). The diagram on the left shows
how two pairs combine to make a finger four or schwarm.

The Extended Pair

The Schwarm and the Finger Four

Aggressive Flexibility, Defensive Cohesion
The classic schwarm formation exists as two pairs, one flying in echelon left and one flying in echelon right.
The leader normally flies as No1 in ths formation. The schwarm or finger four offers significantly greater
tactical flexibility than the vic, because it breaks down naturally into its component pairs, which then still
count as a formation in their own right. This formation was flown as the schwarm by Luftwaffe fighters
throughout the war and had been adopted as the finger four by US and RAF fighters in most theatres by
1943. The spotting of the schwarm was improved by each aircraft within the four flying at slightly
staggered altitudes, whilst the finger four was often a flatter formation. Squadrons and flights would
commonly fly together as multiple groupings of schwarms.

The top diagram shows a tight schwarm of two ‘close pairs’ flying in tight formation. A looser formation
comprising two extended pairs would be equally acceptable, as suggested in the second diagram 

The schwarm or finger four may not reform during a game

(although individual pairs may do so – see The Pair)

The Shōtai
Japanese Craftsmanship
This formation is restricted to Japanese fighter aircraft. The Japanese shōtai formation was the standard
formation in use by Japan’s naval aviators during their dominant encounters of 1941 and 1942, and
remained in use until later in the war when the pair again became more prevalent. A looser formation than
the cumbersome ‘vic’, the shōtai allows improved visibility and tactical flexibility. To reflect its superiority in
BTH if either the number 2 or number 3 men are displaced we allow the remaining wingman and the leader
to form up as a pair.

The diagram shows a loose shōtai and is a common formation. If necessary the interval between each
aircraft could be reduced to create a much tighter grouping.

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Lufbery Circle
A Circling Defence
In BTH a Lufbery Circle is both a formation and a manoeuvre. Like so many formations, the
defensive circle originated in the skies over the Western Front of the First World War, and
remained a standard defensive formation into the 1940’s, being an especially useful tactic for
aircraft attacked by a more manoeuvrable opponent. In the circle, the tail of any individual
aircraft is protected by the aircraft behind it, making it difficult for an opponent to latch on to
the tail of any one aircraft. This tactic was commonly used by Luftwaffe Bf110 Zerstörer and
RAF Boulton Paul Defiant crews during the Battle of Britain as well as by USN Wildcat pilots
during the Battle of the Coral Sea, RAF fighter bombers in the Desert Campaign of 1942, and
Russian twin engine aircraft on the Eastern front. The formation was even adopted by
fighters caught on the hop over NW Europe in late 1945

In BTH the Lufbery allows aircraft in the spiral to act as if they are in formation, in which case
the formation moves on the turn of the section card whose aircraft make up the bulk of the
formation (any other section’s aircraft in the circle may count as attached to this section
whilst the circle is maintained). One aircraft is designated ‘leader’ of the circle and the others
simply maintain formation on him. The formation counts as a tricky manoeuvre, so some pilots will need to take a control test to maintain the
formation under combat conditions.

The spiralling nature of this formation resulted in a loss of altitude, and this should be reflected by a reduction in altitude of one band for every
two moves that the spiral is maintained. If an aircraft is forced out of formation either as the result of failing a control test or as a consequence
of a bad miss or enemy fire, then the formation is broken and each aircraft must act independently. If the pilots are capable of utilising the
paired formation, then they may reform as pairs. However, provided the formation remains intact it can change formation to another suitable
grouping as desired.

The Combat Box

Mutual Defence for bombers
The high risk and rates of attrition associated with daylight
bombing raids led the USAAF to develop of the combat
box formation. This formation allowed maximum
firepower to be brought to bear by air gunners on
attacking fighters and thereby afforded the greatest level
of protection that could be obtained. To strengthen the
box the formation was staggered, with different
squadrons flying at different levels. Given the broad
altitude bands within BTH the depth of the combat box is
not visible on the table, but it is assumed in the firing and
spotting calculations that intervening models are assumed
to have a line of fire/spotting through other aircraft in the
formation.

All the while aircraft are able to maintain their position in

the box the weight of tail gunner cards affords some
degree of protection. However, once forced out of the box through evasive action or through the effects of gunnery, aircraft soon become
vulnerable and therefore easy prey for attacking fighters. No surprise therefore that the enemy attentions shifted towards tactics that caused
the break up of the box, such as head on attacks to cause pilots to swerve out of formation, and in the development of longer range weapons
such as rockets

IMPORTANT: This formation may only be flown by bombers and is a multi-section formation formed by at least three groups.

7.1.1. Permitted fighter formations by nationality

Historically, different nations adopted different formations as the war progressed. In general, the trend is towards the use of the
pair. The table below can be used as a guide for permitted formations.

SECTION FORMATIONS
Extended Pair
Line Abreast

Finger Four
Line Astern

Schwarm
Echelon

Lufbery
Shōtai
Pair
Vic

Nationality
RAF to June 1940 (and FAA to Dec 1941)          
RAF July-Sept 1940          
RAF Oct –Dec 1940          
RAF and Fleet Air Arm 1941 onwards          

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 Extended Pair
Line Abreast

Finger Four
Line Astern

Schwarm
Echelon

Lufbery
Shōtai
Pair
Vic
Nationality
US Navy Early War (1941 - 1942)          
US Navy Late War (1943 to 1945)          
USAAF (1941 to 1942)          
USAAF (1943 to 1945)          
Germany (1939 to 1945)          
Italy Early War (1940)          
Italy Mid to Late War (1941 to 1945)          
Japanese Navy (1939 to 1943)          
Japanese Navy (1943 onwards)          
Japanese Army Air Force (1939 to 1943)          
Japanese Army Air Force (1944 onwards)          
Russians (1939 to 1941)          
Russians (1942 to 1943)          
Russians (1944 onwards)          
Finland (Winter War)          
Finland (1941 onwards)          
Poland (1939)          
France & Low Countries (1939 to 1940)          
Vichy France (Middle East)          
Other axis (e.g. Bulgaria, Romania, Hungary) (up to 1941)          
Other axis (1942 onwards)          
7.1.2. Bombing formations
Bombers may fly in most formations, although they may not adopt the schwarm, finger four or shōtai. Bomber formations may not
break down into pairs. Any bomber that is forced out of formation must dice independently for movement.

7.1.3. Multi-section formations

When a section formation flies with other section formations they may count as a multi-section formation provided the gap
between section formations is four hexes or less. Bombers and fighters may not combine in the same formation. When moving
multi-section formations, the whole formation is activated on the section card that covers the main formation leader and the
individual section cards for the component sections are ignored. Section formations may break away from the larger formation on
the turn of their section card, provided they were not previously activated in this turn by the section leader’s unit card. Section
formations may utilise applicable bonus cards to break away from the main formation. When a multi-section formation is spotted
ALL bogeys of all section formations making up the larger formation are spotted. Multi-section formations may claim formation and
altitude bonus cards. Aces may lead larger formations in the same way as they would smaller sections, but only provided they are
flying in the position of leader in the larger formation. As soon as a multi-section formation fires or is fired upon then it ceases to
count as a multiple formation and each section must act independently on its own card.

7.1.4. Changing formation

A formation change may only be initiated on the turn of the section move card (or on the turn of the section leaders card if the
section has not already moved). To change formation, the player declares a formation change and then moves the lead aircraft
straight ahead at its basic speed. Once positioned, he then moves the other aircraft of the section into the new formation. No
spotting may be attempted during a formation change and no getting on the tail tests may be taken. Formation changes count as
easy manoeuvres.

7.1.5. Reforming formations

The dogfights covered in BTH represent frantic bursts of air combat. Once formations are broken they may not reform. The only
exception to this is the pair. Isolated aircraft of the same faction may form or reform as a pair under the following conditions:

a) Flying as a pair must be permitted for that faction for that period of the war (see section 7.1.1)
b) The leader of the pair must fly straight and level for at least one full turn, or longer if his wingman is struggling to join.
c) The wingman wishing to join the pair must then move into position relative to the leader.

Once formed the new pair move on whatever section card was originally assigned to the leader. Formed and reformed pairs may
claim formation and altitude bonuses in the same way as any other formation

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8. Speed

“Altitude-Speed-Manoeuvre-Fire!”
Russian Air Force fighter doctrine

When an aircraft moves, the first thing to do is calculate its SPD budget for that move. The pilot will then perform manoeuvres that
expend SPD points to equal the budget.

8.1. CALCULATING THE SPD BUDGET FOR THE MOVE

The SPD budget for the move is calculated by as follows:

SPD Rating plus D4 modifier Specific Modifier SPD Budget

Each aircraft has a To reflect the complexity of Some aircraft SPD ratings The resulting score is the number
basic speed factor assessing relative speeds during vary at higher or lower of hex points the aircraft has
(SPD), stated in combat the basic SPD factor is altitude. This is marked on available for moving – in other
hexes. modified by the use of a d4. Better the aircraft data tables (and words – its SPD budget.
pilots make better calculations of should be shown on aircraft
Remember: their relative speeds and so have record sheet) This budget is expended by
All aircraft carrying some influence over their d4 result performing one or more
bombs, torpedoes or as follows: manoeuvres. Each manoeuvre
external fuel tanks costs a number of SPD points.
have a -1 on their Sprogs and Regular pilots roll a d4,
SPD. and add the unadjusted result to Permitted manoeuvres are
their SPD factor. outlined in Section 9.
Bogeys have a basic
SPD budget of 10 Veterans and Junior Aces roll their
hexes and have no d4 d4, but can choose to apply any
modifier. See 8.3 score up to, and including, the
score they rolled.

Top Aces do not have to roll and

may select their d4 result.

A d4 modifier is not applied to

bogeys

8.2. SPEED AND FORMATIONS

Units moving in formation do not need to roll independently for movement. All the while they are in formation then the lead
aircraft sets the pace. Thus if a Top Ace leads a formation he may select the d4 speed setting for the whole formation. When the
units turn card is played, simply move the leader and the others will follow. However once the fighting begins and the formation
starts to perform tricky or hard manoeuvres the chance of the formation being broken increases significantly, particularly where
less experienced pilots are involved.

In some instances when the leader turns the other aircraft in the formation need to either speed up or slow down depending on
their position relative to the leader. On occasions their position relative to the leader may also change. This may lead to some
aircraft appearing to take a very long hex move, or others hardly moving at all but the overall result on the game is improved
playability with a realistic emphasis.

8.3. MOVING BOGEYS

Bogeys have a basic SPD budget of 10 hexes and have no d4 modifier. If manoeuvring into firing position this speed may be
reduced to 8 hexes if desired. Bogeys never need to take a control test and can perform any manoeuvre. Bogeys may climb two
altitude bands, even if this exceeds the actual rate of climb limit for the aircraft type they represent. However, speed adjustments
for descending and climbing do apply for bogeys.

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8.4. CHANCE OF COLLISIONS
The altitude bands within BTH are large. It is therefore possible for two planes to exist in the same hex without crashing. Aircraft
may move through hexes containing other aircraft but may not end their turn on in a hex containing an aircraft on the same
altitude. Where this does happen 2 x d6 should be rolled. Add 1 to the dice score for each aircraft of size 5 or 6 involved. On an
adjusted score of 12 or more a collision has occurred and both aircraft suffer critical damage – roll a d10 to determine the effect of
this (see Section 13.1)

If no collision occurs, the plane that moved last should be moved forwards (in its direction of movement) one hex (or to the next
vacant hex). Note that this may result in a break of formation, but that’s the cost of weaving past the other aircraft.

For ease of play, it is recommended that when aircraft in different altitude bands share the same hex, that the plane on the lowest
altitude is shifted one hex forward (in its direction of movement) until a clear hex can be used.

8.4.1. Intentional collisions (ramming attacks and tarans)

There are many historical accounts of pilots using their aircraft as a ramming device. If any pilot enters a hex occupied by another
aircraft with the intention of collision then the attacker rolls a d6 and modifies the result as follows.

RAMMING TABLE
Roll 1d6 Ramming Modifiers Result

Head to head approach +2 8 or more: Crunching Crash! Aircraft with size of 4 or less suffer
Head to tail approach -1 catastrophic structural failure. Larger aircraft roll on Really Critical
Ramming pilot is higher quality* +2 Damage table (see section 13.1)
Attacker has higher MAN rating +1
Aircraft size is 5 or more +1 5 to 8: Glancing blow! Both aircraft suffer Temporary Loss of Control
(see section 13.1)
* only adds this if desired
1 to 4: Missed! Move ‘attacking’ aircraft straight ahead on current
heading for the rest of its move.

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9. Manoeuvres “The German pilots were not high quality because they didn‟t
make sharp manoeuvres – when bounced one should always
turn into the opponent or throw the airplane into a violent,
unpredictable manoeuvre”
Lt Steve Pisanos, 334th Fighter Squadron, 21st May 1943

Performing complicated manoeuvres can increase the probability of achieving a firing aspect on your opponent, and makes it more
difficult for would be assailants to stay on your tail. BTH manoeuvres fall into one of three categories: EASY, TRICKY and HARD. The
more complex the manoeuvre, the greater the skill level necessary to complete it successfully – you may need pass a Manoeuvre
Test (section 9.3). Permitted manoeuvres are shown in section 9.4.

9.1. INDIVIDUAL MANOEUVRES

Three basic manoeuvre types are identified:

EASY MANOEUVRES: Can be completed by all pilot types without testing

TRICKY MANOEUVRES: Sprogs must pass the Manoeuvre Test (see below) to complete a TRICKY manoeuvre
HARD MANOEUVRES: Sprogs & Regular pilots must pass the Manoeuvre Test to complete HARD manoeuvres

A maximum of one hard manoeuvre may be attempted each move. There is no limit to the numbers of EASY or TRICKY
manoeuvres that may be performed, although some manoeuvres cannot be performed in the same move as others. Some
manoeuvres also require the aircraft to have a minimum MAN rating to initiate. See section 9.4.

9.2. STAYING IN FORMATION DURING MANOEUVRES

EASY manoeuvres: Unwounded pilots in undamaged aircraft can always maintain formation during easy manoeuvres, regardless of
pilot quality. There is no need to take a manoeuvre test. When the movement card is turned for a unit in formation work out the
movement for the leader of the formation ONLY. All other aircraft or bogeys in the formation are then moved to conform to his
new position and retain their relative positions in the formation. For formation changes see Section 7.1.4

TRICKY or HARD manoeuvres: Pilots in formation must take the MANOEUVRE TEST when the formation or section leader
completes* a TRICKY or HARD manoeuvre – regardless of their pilot type. This tests their ability to conform to the movements of
the leader, not merely whether they can perform the manoeuvre. Each pilot must test. Test by section with section leaders first.
(see below) *Note: The word ‘completes’ here is important. If the leader fails to instigate the manoeuvre then he will fly straight ahead as per
section 9.3 and everybody else will conform to that movement – i.e. the whole formation fails to manoeuvre.

9.2.1. Section leaders that fail to stay in formation

If a section leader attempting to keep his section in formation with other sections in a multi-sectional formation fails the staying in
formation test he will fly straight ahead as outlined above and his wingmen will conform to him (i.e. they will not follow the overall
formation leader). This reflects that section pilots conform to the section leader and not the overall formation leader.

9.3. THE MANOEUVRE TEST

THE MANOEUVRE TEST
Roll 1d6 Pilot Skill Other Modifiers Result (for each manoeuvre type)

Sprog -1 Pilot Wounded -1 EASY:

Regular 0 Aircraft Damaged -1 Pass the test on a result of 2 or more
Veteran +1 Bombers attempting to (only wounded pilots have to test for easy manoeuvres)
Junior Ace +1 stay in formation +3
TRICKY:
Top Ace +2 Aircraft attempting to spot
Pass the test on a result of 3 or more
bogey this turn -1
HARD:
Pass the test on a result of 4 or more
Note: Bogeys are always able to maintain formation.

PASS: Pilot has completed the manoeuvre successfully and the model can be moved accordingly. If testing to stay in formation
during a formation manoeuvre they have maintained their position in the formation and the model should be repositioned to
conform to the leader’s new position.

FAIL: Pilot has failed to instigate the manoeuvre and must instead fly dead straight at basic SPD (modified for damage), with no
height variation allowed for that turn. Formation broken.

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9.4. PERMITTED MANOEUVRES
When an aircraft moves it must expend its full SPD budget by manoeuvring. The permitted manoeuvres are shown in the
table below. (Some special rules apply to jet manoeuvres – see 20.5).

Level Flight
EASY
Aircraft moves straight ahead. Cost one SPD point per hex. In the
illustration this aircraft has moved 4 hexes straight ahead.
Cost: 1 SPD point per hex moved
Altitude Adjustment: None
Minimum MAN rating to attempt: 0

Climb
EASY
Aircraft moves 1 hex forward but ascends 1 Altitude band.
Cost: 3 SPD point
Altitude Adjustment: Increase altitude by 1 band
Minimum MAN rating to attempt: 1
The maximum number of bands that can be ascended in any turn is equal to the aircraft ROC rating.
Bogeys may climb two bands, even if this exceeds the actual rate of climb limit for the aircraft type
they represent. Jets ignore the deduction in speed for the first increase in altitude band in each turn.
May not be performed in the same move as any manoeuvre that requires a drop in altitude.

Descend
EASY
Aircraft moves 1 hex ahead but descends 1 Altitude band.
Cost: Free for each level descended (max 2)
Altitude Adjustment: Decrease altitude by 1 band
Minimum MAN rating to attempt: 0
The maximum number of bands than may be descended in any move is 3.
May not be performed in the same move as any manoeuvre that requires an increase in altitude.

Easy Turn
EASY
Aircraft moves one hex forward, turns and then moves one hex forward. Each change of hex costs one
point of speed. No altitude increase. No compulsory loss in altitude.
Cost: 3 SPD points (move, turn, move)
Altitude Adjustment: None
Minimum MAN rating to attempt: none (Note: jets have a wider turning circle (see Section 20.5.4))

Jinking
EASY
Aircraft moves straight ahead for the whole move but looses two hexes of
speed. The aircraft in the illustration should have travelled 6 hexes, but has
chosen to jink so only moves 4 hexes.
Cost: 2 SPD points
Altitude Adjustment: None
Minimum MAN rating to attempt: 1

Break Turn
TRICKY
Aircraft moves one hex forward and then turns, and then moves another hex forward and
turns again. No altitude increase. Pilots may lose altitude during a hard turn.
Cost: 4 SPD points (move, turn, move, turn)
Altitude Adjustment: Roll d6 and adjust for pilot skill (i.e. Sprog -1, Junior Ace +1,
Top Ace +2). An adjusted score of 3 or less will result in a loss of Altitude by 1 level.
This may lead to a break in formation.
Minimum MAN rating to attempt: 3
Note: Jets have a wider turning circle (see Section 20.5.4)

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Chandelle
TRICKY
A climbing turn with a free gain in altitude. Three easy turns in one tricky manoeuvre.
Could be attempted over more than one turn as a number of easy manoeuvres. The
illustration shows a turn to the right. Could be to left or right.
Cost: 9 SPD points (move, move, turn, move, move, turn, move, move, turn) All turns must
be in same direction.
Altitude Adjustment: Increase altitude by 1 band
Minimum MAN rating to attempt: 3

Hard Dive
TRICKY
Aircraft makes full move straight ahead but descends three altitude bands.
Cost: Full SPD + speed gain of 3 hexes
Altitude Adjustment: Descend three altitude bands.
Minimum MAN rating to attempt: 1

Barrel Roll
TRICKY
Aircraft sideslips one hex column to left (or right), and loses two
hexes of speed. Good for getting that perfect angle off!
Cost: 6 points (move, move, slip fwd right (or left), move)
Altitude Adjustment: None.
Sprogs roll d6. 1 or 2 = descend 1 level.
Minimum MAN rating to attempt: 3

Lufbery Circle
TRICKY
Defensive manoeuvre (also a formation). The leader moves into position first, then
all aircraft already in formation with the leader may join the formation, subject to
staying in formation tests as necessary. All aircraft are positioned relative to the
leader.

Tightest circle dimensions: single engine aircraft as shown in the inner ring (right).
Tightest circle for other aircraft is the outer ring.

Tightest distance: Must be two clear hexes between aircraft at all times, but no
greater than ten.

Cost: Takes a full move to form.

Altitude Adjustment: Optional with climb/descend modifiers.
Minimum MAN rating to attempt: 1

Only one HARD manoeuvre may be performed each move

Immelmann Turn
HARD
A half loop with a roll off the top. Used to turn and gain altitude. Aircraft moves as diagram. Model is
moved one hex forward, turned through 180 degrees and altitude is increased by 1 level.

Cost: 6 SPD points

Altitude Adjustment: Increases altitude by 1 band.
Restrictions: Maximum one per turn.
An Immelmann may not be performed in the same turn as a Split S
Minimum MAN rating to attempt: 4

Split –S
HARD
Classic evasive manoeuvre especially favoured by Me109 pilots who termed it “Abschwung”. Aircraft is
moved one hex forward and is turned to face the opposite direction. Altitude drops by 1 (2 for jets).

Cost: 7 SPD points

Altitude Adjustment: Descends 1 altitude band (2 for jets).
Restrictions: Maximum one per turn. May not be performed in the same turn as an Immelmann Turn.
Because the object of the Split-S is to lose altitude, no other climbing manoeuvre may be attempted in
same turn.
Minimum MAN rating to attempt: 4
Pilots with an adjusted speed of 11 or more descend 2 altitude bands when attempting a Split-S

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Tight Chandelle
HARD
A tighter version of the easier chandelle manoeuvre, combining a sharp 180° turn with a
climb. Note jets have a wider turning circle (see Section 20.5.4)

Cost: 8 SPD points

Altitude Adjustment: Increase altitude by 1 band
Minimum MAN rating to attempt: 4

Spiral Climb
HARD
A good evasive manoeuvre if you have the power. Pull hard back on the stick and execute a hard
spiralling climbing turn to left (or right). The tabletop outcome is to move forward three hexes, with
a turn to the left or to the right (as desired) in the final hex.

Cost: 12 SPD points

Altitude Adjustment: Ascends 2 altitude bands.
Restrictions: No other manoeuvre can be used in the same turn as a spiral climb.
Minimum MAN rating to attempt: 5

Overhead Attack
HARD
Allows an attack on a target from above with the bonus of allowing a
deflection shot during the manoeuvre. Also covers ‘boom and zoom’
attacks.

Procedure: May only be attempted on an enemy aircraft that starts the

turn within four hexes of the attacking aircraft at the 12, 10 or 2 o'clock
position and one altitude band lower. The enemy aircraft may be facing in
any direction. The attacker rolls and descends onto his target, and is
permitted an immediate 4 second burst of fire. After determining the
success of the firing, the attacker immediately slides two hexes the other
side of the target, along his line of attack, and finishes 1 band below the
target).

Cost: Varies. Move ends two hexes other side of enemy and 1 hex below.
Altitude Adjustment: Drop 2 altitude bands (finish 1 below the target)
Restrictions: Must include a firing pass, cannot be used simply to lose
altitude. Can only be used when an enemy aircraft is within four hexes of
the attacking aircraft at the 12, 10 or 2 o'clock position and one altitude
band lower. No other manoeuvre can be used in the same turn.
Minimum MAN rating to attempt: 4

Snap Roll (Evasive)

HARD
Get out of trouble – fast. The snap roll can be purely defensive or As this is purely a
can have an aggressive intent. In the Evasive Snap Roll the aircraft defensive manoeuvre the
is positioned two hexes diagonally forward to left or right at cost aircraft instigating the
of 6 points. Wingmen may not follow this manoeuvre. roll and succeeding in
throwing off their
Cost: 6 SPD points attacker may not claim a
Altitude Adjustment: Roll d6 and adjust for pilot skill (ie Sprog -1, firing aspect on any
Junior Ace +1, Top Ace +2). An adjusted score of 3 or less will other aircraft in the same
result in a loss of Altitude by 1 level. move, nor may he take a
Restrictions: Can only be used when an enemy is on the tail. May getting on the tail test.
only be attempted by Veterans, Junior Aces or Top Aces. Any
Regular or Sprog pilots who are tailing an enemy that successfully
performs this manoeuvre are automatically thrown off and move
forward their full turn.
Minimum MAN rating to attempt: 5 or any MAN rating with *

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Snap Roll (Aggressive)
HARD Procedure: a SPECIAL TEST applies which replaces
Turns defence into attack. If the standard Manoeuvre test. Each pilot rolls d6 and
this manoeuvre is successful modifies:
the defender is repositioned
so that he is on the tail of his Sprog: -1 , Regular: 0 , Veteran: +1, Junior Ace: +2, Top Ace: +3
former pursuer. This also The pilot in the more manoeuvrable aircraft also adds the difference
covers the Japanese Hineri- between the two aircrafts MAN rating to his score.
Komi or “Turning In”
If the pilot attempting the Snap Roll scores more than, or the same as
manoeuvre.
his pursuer, then he has succeeded in shaking off his pursuer and the
aircraft are positioned as for a defensive snap roll, with the tailing
Cost: Entire move
aircraft moving straight ahead a full basic move (ie he has no option to
Altitude Adjustment: None
not follow).
Restrictions: Can only be used
when an enemy is on the tail.
If the pilot attempting the Snap Roll scores two times his opponents
Minimum MAN rating to
score (or better), then the losing pilot’s aircraft is moved forward by his
attempt: 5 or any MAN rating
basic speed. The winning pilot’s aircraft is then positioned in the hex
with *
immediately behind the losing pilot. The tables have been turned (see
May only be attempted by
diagram for example). He now counts as being on the tail (does not
Veterans, Junior Aces or Top
need to test).
Aces.
If the pilot attempting the Snap Roll scores three times his opponents
score (or better), then follow the same procedure as above, but allow
the new attacker to fire an immediate Squirt, short burst, or burst.

If the pilot attempting the manoeuvre scores less than the pilot on his
tail, then he has failed to shake him off and he moves his basic speed,
and the enemy stays on his tail.

Thach Weave
HARD
A complex defensive manoeuvre that can only be performed by Cost: Entire move
two aircraft (or two pairs) flying abreast. It is designed so the Altitude Adjustment: None
wingman gets a front deflection bonus shot on attacker, throwing Restrictions: Can only be used when an aircraft is on the tail. No
him off the defender’s tail if successful. other manoeuvre can be used in the same turn.
Minimum MAN rating to attempt: 4
Procedure: Aircraft with enemy on tail moves forward one then
turns one hex face towards wingman. Move another four hexes
then turn back onto original heading and move forward one hex. AFTER COMPLETION:
This counts as an easy turn so tailing enemy does not have to test
to stay locked. Other aircraft in pair then tests to complete
Wingman
manoeuvre. If wingman passes then calculate a front deflection Leader
shot on enemy immediately assuming a one hex range. This may
be enough to throw the enemy off, in which case the enemy stops
at the point the fire occurred and is no longer on the tail. If
wingman fails then the whole manoeuvre has failed and the
attacker remains on the tail of the leader, the wingman is moved
straight ahead for his basic move and the pair loose formation.

COMMENCING THE WEAVE:

Tailing enemy
(if not shaken
Leader off or shot
instigates down by fire)
weave
Wingman
He will get
a shot at
enemy if Tailing
the weave enemy
succeeds

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9.5. RATE OF ROLL
Some aircraft benefit from excellent rates of roll. This gives them the edge over their opponents in a dogfight of manoeuvre. These
aircraft are identified by having their MAN rating underlined in the aircraft stats section. Aircraft with a high rate of roll may roll (i.e.
turn) left or right by one hex facing BEFORE THEY MOVE. Any aircraft tailing that do not have a high rate of roll must take a
STAYING ON THE TAIL TEST, counting this roll as a tricky manoeuvre.

Johnny Danger Says:

“Right then chaps, let‟s look at this example using our American chums again: Suppose the division of four Wildcats from our earlier
example are flying in line abreast formation when their leader, Junior Ace Bob Uppendown, makes a break turn (a TRICKY manoeuvre) to
evade an attack by three approaching Japanese Zeros. Being a Junior Ace, Bob can complete the manoeuvre without problem, but his
wingman (a sprog), and the other pair (one regular pilot and one sprog), may not be able to stick with him as he begins his violent
manoeuvring. Each of the three must take the manoeuvre test to retain their position in the formation.

Bob‟s wingman tests first. He throws his d6 and scores a 6, this is modified by -1 because he is a sprog. No other modifiers apply. His
score is therefore 5. He needed a net 3 to pass so he has succeeded and is repositioned to conform to the leader. Clearly he has his wits
about him today.

The regular pilot leading the second pair rolls next. He rolls a 3 and has no modifiers so he has also passed, but only just, lucky chap, and
is moved to his new position - the same position relative to his leader as he was in before the manoeuvre occurred.

The fourth man in the formation – also a sprog – rolls a 1, which is adjusted to zero because of his pilot type. He fails. He must have been
looking the other way, the dozy oaf. His aircraft is moved straight ahead at basic speed. He is now on his own, the quick manoeuvre having
left him behind. The four aircraft formation is broken and although Bob and his wingman can count as a pair, the second section leader and
the rogue sprog will have to dice independently for future movement. Maybe if they are lucky they will be able to reform. Their Japanese
opponents may have other ideas...

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10. Getting on the Tail, Deflection
& Length of Burst

“By that time the Me109‟s were amongst us. As I pulled up to the left I saw a 109 dive
through an element of four Warhawks so I tagged on his underside and gave
him a long burst in the belly. He crashed into the sea from 1,000 feet”.
Cpt ‘Deke’ Whitaker, USAAF, 18th April 1943, Bay of Tunis

10.1. GETTING ON THE TAIL

Most attacking manoeuvres are carried out with one aim: to get on the tail of your enemy (or at
least to obtain a firing option). In the diagram on the right, “T” represents the target aircraft,
flying towards the top of the image.

An enemy aircraft that ends its turn in any of the shaded hexes, AND is facing in the same
direction and at the same altitude of the target may take a getting on the tail test. If the test is
passed, any aircraft in the outer columns of shaded hexes are repositioned to be dead astern of
the target (but no closer).
THE GETTING ON THE TAIL TEST
Roll 1d6 Attacker’s Modifiers Defender’s Modifiers Result
Attacker is Sprog -1 Defender is Sprog +1
Attacker is Regular or Veteran 0 Defender is Regular or Veteran 0
4 or higher: On the tail. May claim
Attacker is Junior Ace +2 Defender is Junior Ace -2
tailing bonus when firing.
Attacker is Top Ace +3 Defender is Top Ace -3
Attacking out of sun +2 Live gunner covering approach -1
3 or below: Failed, although the
Attacker’s aircraft is damaged -1 Defender is damaged +1
pursuer is still behind the target and
Attacker has wingman +1 Defender has higher MAN rating -1
he can fire with but without the bonus.
Attacker has higher MAN rating +1

Note: Bogeys do not need to test, they automatically latch onto the tail of their target. Any aircraft or bogey that
moves into the getting in the tail test zone for a bogey automatically spots that bogey.

When locked on the tail of another aircraft, the attacker simply follows the defender. The attacker ignores his own move card,
except that he may break off when it comes up if he so wishes. Attackers wingmen also become ‘locked’ to this group.

10.1.1. Getting on the tail and its effect on the move sequence
If an aircraft moves first and gets on the tail of another aircraft it will move again (if desired) when the target aircraft moves, but
must test to stay on the tail of the defender under section 10.2 (i.e., the attacker may get a double move, depending on the card
sequence). The attacker may only fire on the turn of its own section fire card, character card or appropriate bonus card.

10.1.2. Relative speed of aircraft when tailing.

Tailing aircraft will fall back or gain on the defender according to the difference in the relevant aircraft’s basic speeds (adjusting
for damage). For instance, an aircraft of basic speed 8 trailing an aircraft of basic speed 6, will close the range by 2 hexes each turn.
In all cases it is the tailing aircraft that is moved forward or back relative to the leader.

10.2. STAYING ON THE TAIL

The process for this is as follows: The defender initiates his move and takes any Manoeuvre Test as necessary under Section 9.3. If
he passes, he moves his aircraft to his new end position, completing his turn. The attacker now has an option. He can either:

a) Opt not to pursue, in which case he leaves his aircraft (or bogey) where it is and lets the defender escape. He will next
move on his own card, or applicable bonus card should it be turned.
or
b) He can attempt to stay on the tail of his target in the hope that he can finish him off.

An attacker does not test to stay on the tail of an aircraft that performs easy manoeuvres only. Attackers attempting to stay on the
tail of an enemy that successfully performs tricky or hard manoeuvres must test to see if they stay on the tail. Similar to the
Manoeuvre Test, the attacker must roll a d6 to determine whether or not he is able to stick with his quarry:

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 THE STAYING ON THE TAIL TEST:
Roll 1d6 Adjust for relative MAN rating Situational Modifiers Result
Defender performs a… 4 or more: Attacker stays on tail and
Attackers current MAN rating less defenders …TRICKY manoeuvre -1 is moved to the same relative position
current MAN rating …HARD manoeuvre -2 to the target as he was before the
evasive manoeuvre was completed.
Examples: Tailing Pilot Wounded -1 He must now hope that his fire card is
A Spitfire with a MAN rating of (6*) is Tailing Pilot is Sprog -1 turned.
attempting to stay on the tail of a tailing a Tailing Pilot is Regular 0
Stuka with a MAN rating of (2) = net +4 (the * Tailing Pilot is Veteran +1 3 or below: The evasive manoeuvre
only counts when ratings are equal) Tailing Pilot is Junior Ace +2 worked. The Attacker is thrown off
Tailing Pilot is Top Ace +3 and immediately moves straight
A zero with a MAN rating of 6* counts as being Tailing aircraft is damaged -1 ahead at his full basic move. Attacker
more manoeuvrable than a Wildcat with a MAN Any specific aircraft is no longer on the tail.
rating of 6 and so gets a +1. adjustment
(see aircraft tables) Wingmen stick with their leader. If he
fails, so do they.

Note: Bogeys are always able to stay latched onto their target.

Johnny Danger Says:

“Canadian pilot and jolly fine golfer Turner Lighton is in a tricky spot, mixing it with some Me109‟s over Calais. However, on the turn of
his Section Move card he has managed to line his Mk I Spitfire up on some poor Hun. Both Aircraft are at Altitude 3, and Lighton‟s Spit is
two hexes behind the Jerry. The crafty Canuck attempts the Getting On the Tail Test. He rolls a d6 and gets a 4. Both aircraft are 6* so
there is no modifier there. Lighton is a Veteran pilot, so gets no modifier for skill, (the Jerry is a Veteran too so no modifier there
either). There are no other factors, so Lighton‟s score stays at 4. This is enough to place him on the tail of the Hun, and his thumb
hovers over the firing button.

The next card out is the German‟s move card. He knows that the Spitfire turns well and that his Bf109 can outperform the Spit if he goes
for a rapid altitude change. He opts for a Split S, a manoeuvre which he completes with ease. Two hexes behind the Hun, Turner Lighton
sees the Jerry roll down and faces a split second decision – to chase or let him go - he attempts to stay with him, and so tests
immediately to stay with his prey by taking a Staying On The Tail test. The Canadian rolls a d6 and this time scores a 5. The MAN ratings
of the two aircraft are identical, so there is no adjustment there, but the Split-S is a HARD manoeuvre so that gives a -1, taking his score
down to 4. This is cancelled out by the fact that Lighton is a Veteran pilot, giving him a +1 and taking the score back up to 5. However,
there is a specific aircraft adjuster here, as anyone attempting to stay on the tail of a Bf109 in a Split-S gets a -1, which takes Lighton‟s
score back down to 4. There are no other adjusters. Lighton is lucky, 4 was the minimum score he needed to stay with the Hun, so his
skill as a veteran pilot has enabled him to pass the test, and he is repositioned two hexes behind the now rather worried Jerry in their new
position in Altitude 2.”
When moving aircraft with enemy on their tail it is important that the tailing aircraft need only decide his option after ALL the
enemy aircraft activated by the card have moved and not just the single aircraft he is tailing. This prevents the defender ‘double
guessing’ the actions of the attacker

10.2.1. Wingmen
Attacker’s wingmen may conform to their leader while he remains on the tail of a target, even whilst speeding up and slowing
down, subject to normal formation maintenance rules. Wingmen stick with their leader. If he fails to stay on the tail, so do they.

10.3. DEFLECTION FIRING AND LENGTH OF BURST

An aircraft that is not locked onto the tail of another aircraft can still try deflection
shooting. In the diagram the target - in this case a Hun - is flying with his nose pointing
towards the top of the page. Fire aimed at the target through the “H” is Head On fire.
“FD” stands for Forward Deflection, “RD” for Rear Deflection and “R” stands for Rear.
The hex through which the fire passes to its target dictates the type of deflection shot
being made and the maximum burst length that can be made against the target. For
instance, a shot from the targets 8 o’clock position would be a rear deflection shot (RD),
with a maximum duration of ‘a burst’. Note that the maximum burst that may be fired
in a rear deflection attack is a ‘long burst’. This has additional bonuses applied if the
attacker has passed a GETTING ON THE TAIL TEST.

10.3.1. US Navy pilots and deflection firing

US Navy pilots were extensively drilled in deflection shooting and may therefore receive a +1 dice bonus when firing Front
Deflection or Rear Deflection bursts.

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11.Firing

“I squeezed the trigger, and cut a path of bullets right through the cockpit”
Ensign DA Pattie, USN, Marrakech, 10th November 1943

Use this section for calculating fire with pilot operated machine guns and cannon. For Air Gunners see section 12.

11.1. FIRING FACTORS AND ARCS

Fighter aircraft with fixed forward firing guns may only fire directly forward along a
row of hexes as shown in the diagram. They will have a Front Fire Factor that
shows the weight and intensity of the firepower in this zone. Only one enemy in
each zone can be targeted.

Aircraft with other gun positions are allocated fire factors for front, left, right or
rear, the zones of which are shown in the diagram (right). This factor is their basic
fire factor that should be used when calculating the effect of fire on any target
engaged in that zone. As with fighters, only one enemy in each zone can be
targeted.

11.2. FIRING – THE BASICS

Air to air firing may occur when the relevant fire card is drawn from the pack. Top Aces, Junior Aces and characters may also fire on
the turn of their bonus card. For firing to occur, the firer must be in the same altitude band as the target, must have a clear line-of-
sight to the target, and the target aircraft must be in the firing arc as described above. Fire cards may not be ‘reserved’ for use later
in the turn. Provided these conditions are satisfied then proceed as below:

1. Determine the firing angle (section 10.3). This determines the maximum duration of fire that can be used.

2. The firer declares what volume of fire he is opting for (squirt, short burst, burst or long burst), within the maximum permitted
by his angle of attack.

3. Check the firer’s FIRE FACTOR (FF) from his aircraft data sheet. This gives the basic number of d6 to be thrown when firing.

4. Modify the number of dice using the fire table (section 11.5).

5. Determine what dice the defending player will roll (section 11.5. This is determined by his own MAN rating and the range, as
well as by his own pilot luck.

6. The players roll their dice and total the numbers of 5’s or 6’s obtained. Subtract the number of defending ‘saves’ from the
number of attacking ‘hits’ and cross reference this with the target ROBUSTNESS *ROB+ rating on the DAMAGE TABLE (sect 13).
Check for gun jams and record ammunition depletion on firer’s record sheet.

7. Record damage on the defending aircraft’s record sheet and act as instructed.

11.3. RANGE
There is no limit to firing range, although potential hits are unlikely beyond ‘convergence’ range of about 4-5 hexes.

11.4. ACES
Aces may get to fire more than once per turn, reflecting their dominant role within the dogfight. They also receive extra dice when
firing.

11.5. FIRING PROCEDURE

Firing in BTH is performed by using an ‘opposed throw system’, that is, the firer rolls a number of d6’s to score hits, and the
defender throws a number of d6’s to score ‘saves’. The number of ‘saves’ is deducted from the number of ‘hits’ to give a net hit
effect, which is then used to determine the amount of damage (if any) inflicted.

The firing procedure is as follows:

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ATTACKERS FIRING PROCEDURE:
Fire Factor Burst Modifier Specific Firing Adjuster Number of d6
Squirt -2 dice Dead close (2 hexes or less) +2 dice
Short Burst No modifier Long range (over 4 hexes) -1 dice
Burst +2 dice Extreme (over 8 hexes) -3 dice Needing
Long Burst +4 dice Size of Target (per rating >1) +1 dice 5’s and 6’s
Firer is “On The Tail” +2 dice Target is ‘jinking’ -2 dice to ‘hit’
This is the base fire Firer is Sprog -1 dice
factor (FF) from the See section 10.3 for permitted Firer is Junior Ace +1 dice The firer must also roll a d10
Aircraft Record sheet. burst lengths Firer is Top Ace +2 dice at the same time as he rolls
The factor represents Firer has Wingman +1 dice his d6’s. This will be used to
the base number of Pilot of firing plane is wounded -2 dice calculate the effect of any
D6 to be rolled for USN firing deflection shot +1 dice critical damage inflicted from
firing. Attacking from out of the sun +1 dice the fire.

Optional pilot characteristics +/- as stated

in section 20.1

Gun Jam:
If the firer rolls more 1s than 5s or 6s combined then his guns have jammed and the number of hits
Do not use this table for Air achieved is halved. Aces ignore the first 1 thrown. Aircraft may attempt recharge their guns on their next
Gunners firing. Use section 12.1 movement card (see section 11.6)

DEFENDERS SAVING PROCEDURE:

Own Manoeuvrability Range in Hexes Adjust for defenders luck Number of d6
Add 1 d6 for each hex of Sprog -1 dice Needing
This is the current MAN rating
range between the firer and Regular Pilot No modifier
of the aircraft being fired on.
the target. The minimum is Veteran Pilot No modifier
5’s and 6’s
The factor represents the base to ‘save’
therefore 1 Junior Ace +1 dice
number of D6 to be rolled .
Top Ace +2 dice

To determine the effect of ‘hits’ go to Section 13

11.6. GUN JAMS
Aircraft that suffer a gun jam result (more 1’s than 5’s + 6’s when firing) instantly half the number of hits they obtain and fire at
50% effect (rounded down) for next and subsequent turns. Pilots may attempt to recharge and unjam their guns on the turn of
their movement card. To attempt this, the pilot must fly straight and level for his full turn and roll a d6 at the end of it. Sprogs
unjam on a score of 6 or more, regulars on a 5 or above, veterans on a 4 or more and Top and Junior Aces succeed on a score of 3
or more. Air gunners may attempt to recharge or unjam their guns on the movement card also, taking the same test as for pilot
operated weapons.

11.7. AMMUNITION SUPPLY

Each of the firer’s dice that comes up showing a score of 1 depletes his ammunition. The firer keeps track of all the 1’s he rolls
when firing. When the running total of 1’s thrown reaches the aircraft’s ammo limit, as stated on the aircraft data sheet, then the
pilot fired guns are out of ammo. Note that the firing burst in which the ammo runs out is ruled as an automatic miss.

Reduce the number of 1’s by one for each burst if: Increase the number of 1’s by two for each burst if:
Firer is a Junior or Top Ace Firing a long burst
Firer is ‘on the tail’ Firer is sprog

Thus if you opt for a long burst then you run the risk of overusing your ammo in your quest for the kill. Reduce the risk of this
happening by firing shorter bursts. Firing longer bursts increases your chances of hitting but also increases the chances of your
running out of ammo.

11.8. THE ROLE OF THE WINGMAN WHEN FIRING

Fighters firing with a wingman in position receive a bonus when firing. This represents the fact that the leader is better able to
concentrate on what is in front of him rather than what is behind. However, once the hectic manoeuvring of the dogfight begins,
only the better pilots will be able to retain their position on their leader’s wing.

Attackers only get the wingman bonus once, regardless of how many wingmen they can claim. Only the leader can get the wingman
bonus because the wingman is primarily looking to the rear for threats and is not counting on the leader to cover his tail. He can
shoot, but still needs to keep half an eye on his leader. If the wingman does shoot then the leader losses his wingman bonus as the
wingman is no longer acting as a wingman. The wingman cannot claim the leader as his wingman.

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Johnny Danger Says:
“Let‟s rejoin Canadian Spitfire pilot Turner Lighton. When we left him, he‟d just managed to stick on the tail of a Jerry who‟d try to throw
him off with a Split-S. Unlucky for the Hun the Next card turned is „Red Section Fire‟. The Canuck, seeing the Hun clearly through his
gunsight, lets him have it! Lighton is locked onto the tail of the Jerry so what would otherwise have been just a long burst can be turned
into a more potent burst. The basic fire factor of the Spitfire Mk1 is 8 dice, which is modified up to 12 dice by the long burst (+4) and up
to 14 because he is on the tail (+2). The range is two hexes so that‟s another +2, taking the total to 16, but no other modifiers apply.
Lighton rolls 16 d6 in a long burst across the table. At the same time he throws a d10 to help work out the effect of any hits.

In defence, the Hun receives a number of dice equal to his own MAN rating (6) plus two for the range, taking him up to 8. There are no
other modifiers so he will roll 8d6 in defence.

The Canadian rolls 3,5,6,1,2,1,1,5,2,5,3,2,4,2,6,2 – this includes two sixes and three fives, making a total of just 5 hits. He only threw
three 1‟s so there‟s no danger of a gun jam, but he strikes off 5 points against his ammo limit (3 for the 1‟s thrown and then an extra 2
because he opted for a long burst). The Jerry throws, 3,3,4,6,2,5,1,6 – including two sixes and one five, totalling three saves. Lighton
has hit the German with a net +2 hits. We can now zoom to the Effect of Hits table to see if Lighton has bagged his Hun.

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12.Firing with Air Gunners

Use this section to calculate the effect of crew served weapons. For the arc of fire for these weapons refer to the diagram at the
top of Section 11.

12.1. AIR GUNNERS

When the Air Gunners card is drawn, an air gunner of the faction named on the card can
fire on an enemy within effective range (8 hexes). The target must be in the same altitude
band as the air gunner.

To determine the effectiveness of fire from air gunners it is necessary to determine what
type of deflection fire the gunner is using. Deflection firing by air gunners is a complicated
affair, which, by necessity, is simplified to ease playability. The line of fire can be tracked
from the firer to the target, and the angle of ‘entry’ relative to the target aircraft can be
calculated by using the diagram on the right.

Air gunners firing at aircraft headed towards them will be able to claim either a front
deflection or a zero deflection (head on) shot. Air gunners firing at aircraft headed away
from them will be able to claim either a rear deflection or a zero deflection (rear) shot.

A Genuine Head to Head shot occurs when a nose gunner engages a head on fighter attack. If the tracked firing line is a split
between two zones it is always calculated at the most disadvantageous of the two zones. The length of burst the air gunner can
give is shown in the table below.

AIR GUNNERS GENUINE Zero deflection FRONT REAR DEFLECTION Zero deflection
HEAD TO HEAD (HEADED TOWARDS) DEFLECTION (HEADED AWAY)
Maximum permitted burst Squirt Long Burst Long Burst Burst Short burst

The air gunners of more than one aircraft may fire on each card at the same target. When this occurs calculate the fire from the
CLOSEST gun position to the target. Then add one additional d6 for each additional aircraft whose gunners are also shooting at the
target at a range of 8 hexes or less, and which have not already fired.

AIR GUNNERS FIRING PROCEDURE:

Fire Factor Burst Modifier Specific Firing Adjusters Number of d6
This is the base Burst +1 dice Dead close (2 hexes or less) +2 dice Needing
fire factor (FF) Short Burst No modifier Long range (over 4 hexes) -1 dice 5’s and 6’s
from the Aircraft Long Burst +2 dice Extreme (over 8 hexes) -3 dice to ‘hit’
Record sheet. The Squirt -1 dice Size of Target (per rating >1) +1 dice The firer must also roll a d10 at
factor represents Target is ‘jinking’ -2 dice the same time as he rolls his d6’s.
the base number Air gunner engaging jet -2 dice This will be used to calculate the
of D6 to be rolled Air gunners do not have Firing into the sun -2 dice effect of any critical damage
for firing. to keep track of ammo Each additional aircraft with +1 dice inflicted from the fire.
depletion and have no gunner engaging same target
.
ammo limit. at range of 8 hexes or less
Air gunners firing crossfire +2 dice

The lucky shot rule: When an air gunner engages a target within a range of
four hexes the minimum number of dice used for firing is always 2.
DEFENDERS SAVING PROCEDURE (same as pilot fire)
Own Manoeuvrability Range in Hexes Adjust for defenders luck Number of d6
Add 1 d6 for each hex of Sprog -1 dice Needing
This is the current MAN rating
range between the firer and Regular Pilot No modifier
of the aircraft being fired on.
the target. The minimum is Veteran Pilot No modifier
5’s and 6’s
The factor represents the base to ‘save’
therefore 1 Junior Ace +1 dice
number of D6 to be rolled .
Top Ace +2 dice
To determine the effect of ‘hits’ go to Section 13

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13.Effects of Firing and Damage

“My aircraft immediately began to spin, and of course did not respond to the controls, I immediately decided to bail out”
Hptm Hans-Ekkehard Bob, 9/JG54 suffers a temporary loss of control result, Europe 1943

The amount of damage inflicted on a target is relative to the extent to which it has been struck and the robustness of the target
aircraft. The number of net hits calculated from firing is cross referenced with the target’s robustness:

HIT EFFECT TABLE

Number Target Robustness 

of hits 1 2 3 4 5 6
-2 hits FS and FS and FS and
FS FS FS
or less ammo +d4 ammo +d4 ammo +d4

-1 Ammo +d4 Ammo +d4 Ammo +d4 Ammo +d4 Ammo +d4 Ammo +d4

0 M M M M M M

1 C M M M M M

2 C C M* M* M M

3 C C C M* M* M

4 2C C C C M* M*

5 2C 2C 2C C C M*

6 2C 2C 2C 2C 2C C

7 EC 2C 2C 2C 2C 2C

8 EC EC EC 2C EC 2C
9 or more EC EC EC EC EC EC
Key:
Shorthand Outcome
FS Firer Sideslip: The firer has badly misjudged the angle off. The firing aircraft sideslips one hex to the left or right
(at the discretion of the target aircraft). Aircraft on the tail of target are shaken off if they get this outcome
when firing. Aircrew gunners ignore this result.
Ammo +d4 Overuse of Ammo: The firer left his thumb on the firing button for longer than he meant to. Throw a d4, and
count the result as additional 1’s against the firers ammo limit. No hit.
M Minor damage: The aircraft is hit, but with no effect or injury. No lasting damage other than a few holes in the
fuselage and the sight of tracer whizzing past.
M* Minor damage with target evade: A close shave that makes the target pilot swerve violently. The firer may
move the target aircraft 2 hexes to left or right. Firer stays on tail.
C Critical Damage: Roll a d10 and consult Critical Damage Column (C) on the Damage Table below
2C Really Critical Damage: Roll a d10 and consult Really Critical Damage Column (2C) on the Damage Table
EC Extra Critical Damage: Roll a d10 and consult the Extra Critical Damage Column (EC) on the Damage Table

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 13.1. CRITICAL DAMAGE TABLE
Use this table when an aircraft receives a C, 2C or EC result from fire. The firer rolls a d10 and consults the table:
Certain weapons receive a bonus when rolling on the damage tables:
 20mm cannon add +1 to d10 score
 30mm cannon hits and above apply a one column shift to the right (apply a +2 to score if no shift possible)

CRITICAL DAMAGE TABLE

SINGLE ENGINED AIRCRAFT MULTI-ENGINED AIRCRAFT
(includes twin engine fighters and four engine bombers)

d10 Critical Damage Really Critical Extra Critical Critical Damage Really Critical Extra Critical
score (C) Damage (2C) Damage (EC) (C) Damage (2C) Damage (EC)
AILERON OR WING TEMPORARY LOSS OF
1 HARD EVADE FUEL LINE DAMAGE
DAMAGE
HARD EVADE**
CONTROL**
FUEL LINE DAMAGE

TEMPORARY LOSS OF CRITICAL INSTRUMENT

2 FUEL LINE DAMAGE COCKPIT HIT** ENGINE DAMAGE**
CONTROL
FUEL LINE DAMAGE
DAMAGE**

TEMPORARY LOSS OF CRITICAL INSTRUMENT COCKPIT HIT WITH -2

3 COCKPIT HIT
CONTROL
PILOT HIT FUEL LINE DAMAGE
DAMAGE** ON DICE**
TEMPORARY LOSS OF AILERON OR WING CRITICAL INSTRUMENT BAD WING AND
4 CONTROL DAMAGE
PILOT HIT**
DAMAGE
COCKPIT HIT**
ENGINE DAMAGE
AILERON OR WING CATASTROPHIC AILERON OR WING
5 DAMAGE
PILOT HIT
STRUCTURAL DAMAGE
COCKPIT HIT
DAMAGE
ENGINE DESTROYED

CRITICAL INSTRUMENT CATASTROPHIC AILERON OR WING VERY

6 PILOT HIT
DAMAGE** STRUCTURAL DAMAGE DAMAGE
ENGINE DESTROYED
SERIOUS FIRE**
CRITICAL INSTRUMENT CATASTROPHIC CATASTROPHIC ENGINE CATASTROPHIC
7 DAMAGE** STRUCTURAL DAMAGE STRUCTURAL DAMAGE DAMAGE
FIRE
STRUCTURAL DAMAGE
ENGINE CATASTROPHIC ENGINE CATASTROPHIC
8 DAMAGE STRUCTURAL DAMAGE
EXPLODES
DESTROYED
SERIOUS FIRE**
STRUCTURAL DAMAGE
CATASTROPHIC CATASTROPHIC CATASTROPHIC
9 STRUCTURAL DAMAGE
EXPLODES EXPLODES
STRUCTURAL DAMAGE STRUCTURAL DAMAGE
EXPLODES

0 EXPLODES EXPLODES EXPLODES FIRE EXPLODES EXPLODES

** a gunner has been permanently put out of action. If >1 gunner then this is the gunner with prime responsibility for covering the incoming fire.

13.2. DEFINITION OF TERMS USED IN THE TABLE

13.2.1. HARD EVADE
Target is immediately moved 2 hexes left or right (attacker chooses). Formation is broken. Firer can conform if he is on the tail of
the target (and if he desires it).
13.2.2. FUEL LINE DAMAGED
No effect this turn but throw with +3 on damage next time aircraft is hit. SPD reduced to basic only (no d4). Aircraft with a *
marked against their robustness [ROB] must test for fire (see 13.2.11)

13.2.3. COCKPIT HIT

Windscreen damaged by fire or leak from engine, or gunsight damaged. Cannot aim. -3d6 when firing for rest of game. One column
shift to left on spotting.

13.2.4. TEMPORARY LOSS OF CONTROL

Trauma to either the fabric of the aircraft - or the pilot – means that the pilot loses control. On the turn of the targets next section
move card roll a d6:

1 2 or 3 4 or 5 6
Aircraft flies straight ahead at its Aircraft dives to the left (ie turn Aircraft dives to the right (ie turn Aircraft dives straight ahead.
basic speed (no adjusters). one hex facing to left one hex facing to right Immediately move the aircraft at
IMMEDIATELY and move the IMMEDIATELY and move the its basic speed and descend one
Bombers roll d6 again for loss of aircraft at its basic speed in that aircraft at its basic speed in that altitude band, remembering to
altitude. Descend one level on a direction, remembering to add direction, remembering to add add one hex for the loss in
score of 1,2 or 3. one hex for the loss in altitude. one hex for the loss in altitude. altitude.
Altitude drops by one band. Altitude drops by one band.

THEN WHAT? At the end this turn the pilot is still out of control. On the next turn of his movement card (or character card) the pilot may attempt
to recover before moving. To do so he must roll a net score of 5 or 6 on a d6 (modifying for skill ie Top Ace +2, Junior Ace +1, Sprog -1). If he
recovers then he may move as normal. If he fails, then he repeats the out of control move he was obliged to make in the last move

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Aircraft that are temporarily out of control that fall to zero altitude must attempt to crash land (see section 13.4). Pilots suffering
from Loss of Control may not claim any altitude bonus. Top Aces and Junior Aces may use their bonus card to attempt to regain
control. Attackers automatically stay on the tail of any aircraft that suffers this result, unless the attacker chooses not to follow.
Being out of control counts as an easy manoeuvre for any attacker who wishes to stay on the tail of the target.

13.2.5. AILERON or WING DAMAGE

Aircraft may not climb and may not perform HARD manoeuvres. MAN rating permanently reduced by 1. Aircraft with a * marked
against their robustness [ROB] must test for fire.Roll 1d6 (adjusted for luck) after movement in each subsequent turn. If score is
equal to or less than the number of Aileron/Wing Damage hits sustained then the aircraft drops one altitude level (i.e. if the aircraft
has taken 3 hits of this type it will descend one band on a score of three or less). Attackers automatically stay on the tail of any
aircraft that suffers this result, unless the attacker chooses not to follow.

13.2.6. BAD WING and ENGINE DAMAGE

Aircraft descends one altitude level immediately and tests for engine damage as below. Attackers automatically stay on the tail of
any aircraft that suffers this result, unless the attacker chooses not to follow. Aircraft with a robustness of 1* are also on fire.

13.2.7. PILOT HIT

Roll 1d6. Apply -1 for sprogs, +1 for Junior Aces and +2 for Top Aces. To allow a little extra for armoured seats and some limited
benefits of intervening protection add another +1 to roll if attack was from the Rear or Rear Deflection.
Adjusted dice Single and twin engine and aircraft without co-pilots Four engine bombers and aircraft with trained co-pilots
roll (not navigators, gunners, observers or bomb-aimers)
2 or less Pilot and co-pilot both killed.
Pilot killed. Treat as catastrophic structural failure
3 Treat as catastrophic structural failure Pilot killed. Co-pilot OK
4 Co-Pilot killed and Pilot wounded
5 Pilot & Co-Pilot both wounded
Pilot wounded
6 Pilot wounded
No hard manoeuvres
7 or more Co-Pilot wounded

The Pilot stays in control of the plane until killed or blacked out – the Co-Pilot can assume control when desired. All co-pilots count
as Sprogs. This reflects that much of their attention is focused on what’s going on inside, rather than outside, the cockpit.

Effect of wounds and the risk of blackout:

All wounded sprogs and regular pilots must head for home as soon as they sustain a wound. Wounded pilots must test for blackout each turn at
the start of their movement phase (or the next bonus card he makes use of). The test must be performed as the first action in the activation
before he moves or spots. To test for blackout roll a d6 and adjust for pilot skill, plus an additional -1 if more than one wound has been sustained.
Blackout occurs on a net result of 1 or 2. This increases to 1 2 or 3 at very high altitude (bands 5 or 6). Because Top Aces are +2 on their luck they
cannot blackout after receiving just one wound unless they are at high altitude. If a pilot blacks out he suffers an immediate temporary loss of
control and performs as described under that test but with one exception: If a blacked out pilot descends to altitude 0 then he has plummeted
into the ground and dies instantly.

Recovery from blackout: A pilot who regains control of a temporary loss of control is considered to have recovered from blackout. However, he is
still wounded and must continue to test for blackout each turn.
Attackers will stay on the tail of any aircraft that suffers this result, unless the attacker chooses otherwise.

13.2.8. CRITICAL INSTRUMENT DAMAGE

Serious problems with instruments or control cables, severely affecting the responsiveness of the aircraft. Aircraft must break off
combat and head for home at best available speed. May not initiate combat. May only make easy manoeuvres. MAN rating
permanently - 1. Attackers automatically stay on the tail of any aircraft that suffers this result, unless the attacker chooses not to
follow. Sprogs who suffer this result must head home. Aircraft with a * against the robustness rating are also on fire (see 13.2.11)

13.2.9. ENGINE DAMAGE

Damage to engine, propeller or other vital mechanics. Effect as follows:

Break off and head home. May not climb. May not go above basic speed (ie do not throw d4). Can only perform easy
Single engine
manoeuvres. MAN rating permanently -1. Must test each turn for engine failure (roll d6 and adjust for pilot skill: Net 1 = engine
aircraft:
failure, in which case treat as engine destroyed.
Multi-engine Use a dice to determine which engine is hit. If the damage is inflicted by a Top Ace or Junior Ace then the attacker can select
aircraft: which engine he has damaged.
Any engine can only be damaged once. Once it receives a second hit of this kind then it is destroyed. Attackers may stay on the tail
of any aircraft that suffers this result. Aircraft with a * rating on their robustness are also on fire (see 13.2.11)

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13.2.10. ENGINE DESTROYED
If the engine destroyed result is inflicted by a Top Ace or Junior Ace then the attacker can select which engine he has hit, otherwise
throw a dice to determine which engine is hit. What happens now depends on how many engines are still working (damaged
engines count as working).

Still some Immediately descend 1 altitude level. Player controlling the damaged aircraft rolls a d6 to see if the aircraft heads home: (Roll
engines d6, deduct 2 for each engine destroyed and adjust for the pilots luck. A net score of 2 or less will mean the aircraft breaks
working? formation and heads for home). Basic Speed is permanently reduced by 1 for each engine lost. Once the number of engines
destroyed equals half the number of original engines then the aircraft has a 50% chance of a compulsory loss of altitude each
turn. Roll a d6 each time the aircraft is moves (after movement). On a score of 1-3 the aircraft descends one altitude band
immediately. Aircraft with a robustness of 1* are also on fire.
All engines Reduce altitude by 1 level immediately. Once more than 50% of the engines are destroyed (i.e. a four engine bomber down to
destroyed? one engine or a single engine fighter that loses its engine) then a drop in altitude of 1 band per turn becomes permanent.
Multiple engine aircraft with one engine remaining may level out at Altitude Band 1, whilst single engine aircraft that lose their
engine cannot say in the air and must attempt to crash land when the Altitude reaches 0, or bail out beforehand. Aircraft with a
robustness of 1* are also on fire.

The minimum requirement for an aircraft to remain aloft is one damaged engine. Attackers may stay on the tail of any aircraft that
suffers this result, unless the attacker chooses not to follow.

13.2.11. FIRE, SERIOUS FIRE and VERY SERIOUS FIRE

FIRE SERIOUS FIRE VERY SERIOUS FIRE

Sprogs descend one altitude band Sprogs and Regular descend one All pilots descend one altitude
immediately and then on subsequent altitude band immediately and band immediately and then on
movement turn roll d6 and adjust: then on subsequent movement subsequent movement turn roll
turn roll d6 and adjust: d6 and adjust:
Sprog -1
Junior Aces +1 Sprog -1 Sprog -1
Top Aces +2 Junior Aces +1 Junior Aces +1
+1 aircraft performs hard dive Top Aces +2 Top Aces +2
+1 aircraft performs hard dive +1 aircraft performs hard dive

1 or below Aircraft explodes Aircraft explodes Aircraft explodes

2 Fire upgrades to Serious Fire Aircraft explodes Aircraft explodes
3 Fire upgrades to Very Serious Fire Aircraft explodes
4 Aircraft suffers ENGINE DAMAGE
Fire still burning. Test again next time Serious Fire still burning. Test
but fire is downgraded to Serious
again next time
Fire
5 or above Fire is extinguished. Fire is extinguished. Fire is extinguished.
Aircraft on fire may not fire their own guns until the fire is extinguished and may not attempt hard manoeuvres (exception: hard
dive). Aircraft on fire may no longer count as being in formation and must move independently.

13.2.12. Catastrophic structural damage

The target is shot down. Descends two bands straight down when next activated for movement and each activation thereafter until
it reaches Altitude Band 0 and smashes into the ground (or sea). Crew may attempt to bail out, but anyone still in the aircraft when
it reaches Altitude 0 is killed. Attackers are automatically released from being on the tail and do not follow the target down.

13.2.13. Aircraft Explodes

Kaboom. Aircraft disintegrates. Pilot thrown clear on 6 on d6 (modified for luck). Note that sprogs have a -1 for luck and so cannot
survive an explosion result. Attackers are automatically released from being on the tail. Other aircraft within 2 hexes on the same
altitude as the exploding aircraft must test to see if they are damaged. Roll a d6 for each aircraft and modify as below:

Risk to other aircraft from explosion

Roll 1d6 Modifiers to dice score Result
Top Ace +2
Junior Ace +1 2 or more: No damage
Sprog -1 1 or less: Temporary Loss of Control
Exploding aircraft > Size 4 -2

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Johnny Danger Says:
“So, returning to the example under Firing, you‟ll remember that Turner Lighton has just scored hits +2 hits on a Bf109 over Calais.
Consulting the HIT EFFECT table we cross reference the number of hits (2) with the ROB (robustness) rating of the target. The Bf109E
has a ROB rating of 1, so cross referencing one with the other shows a C result – or Critical Hit. This is good news for Lighton, but not so
good for the Hun. When he threw his dice for firing the Canadian also threw a d10. The score on that d10, a 4, is now looked up on the
CRITICAL DAMAGE TABLE, being careful to use the column for single engine aircraft. Lighton‟s Spitfire Mk1 is not equipped with any
cannon or other weapons that adjust the d10 result, so we look down the table for the result given by a roll of 4, and see that the German
suffers a TEMPORARY LOSS OF CONTROL. This could prove fatal for the German pilot if he is unable to recover in time….

…as it happens, the Fire card that Lighton used was the last one of that turn. In the next turn, the first card out affecting our example is
the German Section Move card. Because he suffered a Temporary Loss of Control the German must now roll to determine what happens.
This is done by rolling a d6. The Hun scores a 5, meaning that he turns one hex face to the right, moves forward his basic speed (7
hexes) and descends one altitude band. Because he has descended one altitude band he adds one more hex to his movement. He ends his
turn at altitude 1. He‟s running out of time.

Because Turner Lighton was locked on the tail of the Hun he now faces a choice. He can either elect to stay with his prey, now trailing
glycol, and hope to turn a „probable‟ into a „confirmed‟, or he can break off to wait for his own movement card. A quick glance round
shows the sky around him is clear so he descends to finish off his prey.”

13.3. BAILING OUT (AND PARACHUTES)

Any crew member may attempt to bail out may provided they are not suffering from black out. Characters and Aces may attempt
to bail out on the turn of their character or ace bonus card, all other pilots and crewmen (including crewmen in an ace’s or
character’s aircraft) must wait for the Bail Out card to be turned before making their attempt.
To bail out:

Roll 1d6 Modifiers Result

Top Ace +2 4 or higher
Junior Ace +1 Successful bail out
Sprog -1 3 or below
Wounded -1 Still struggling with canopy, better luck next time.
Aircraft on fire -1

13.3.1. Parachutes not opening

Roll 2d6 on bail out. A parachute will fail to open on any double thrown. Crew members in ‘free fall’ descend two altitude bands per
turn. They can attempt to open their parachute as they fall - on each move throw 2d6. Their chute then opens on any double
thrown. If they get to altitude 0 before their chute opens then they have met a grizzly end.

13.3.2. Parachutes move

Parachutists descend on the turn of the former aircraft’s move card at the rate of 1 band every two turns.

13.3.3. Shooting at parachutes

Shooting at parachutes is permitted, and indeed for a ‘villainous swine’ is mandatory. To fire on a parachute an aircraft must be at
the same altitude band as the target and have a clear line of fire when the fire card is drawn.

Attacker Fires Parachutist ‘defends’ Result

Attacker rolls 1d6 and modifies: Parachutist rolls 1d6 and modifies: Attacker’s total is greater:
Parachutist is killed
Firer is Top Ace +2 Top Ace +2
Firer is Junior Ace +1 Junior Ace +1 Defender’s total is greater:
Firer is Sprog -1 Sprog -1 Parachutist is not hit
Firer is villainous swine -1 Wounded -1
Aircraft on fire -1 Results are equal:
This attack counts as a Parachutist is wounded.
‘SHORT BURST’ of fire
Note: Observers, air gunners and other crew members who have bailed out and targeted count as Sprogs for this test.

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13.4. CRASH LANDING
Any aircraft which has suffered loss of control and which enters altitude band 0 has crash landed.

Roll 1d6 Modifiers to dice score Result

Top Ace +2 4 or above:
Junior Ace +1 Successful Crash Landing
Sprog -1
Wounded -1 3 or below:
Engine damage -1 Crash! Pilot dies if adjusted score is negative, otherwise severely wounded.
Wing or aileron damage -1 Aircraft written off. Jets explode.
Critical Instrument Damage -1
Jet -2

Johnny Danger Says:

“Back over Calais the Hun that was being chased by Turner Lighton is having a bad time. On the turn of his fire card Lighton fired again,
but rolled badly and scored no hits on his gently spiralling prey. On the turn of his section card the Hun faced a choice. With his controls
locked he could try to bail out whilst there is still time, but he has faith in his ability as a veteran pilot to recover control. He wrestles
with his aircraft and rolls a d6, scoring a 2, which his veteran status modifies to a 3 – not enough! No chance to bail out now, the German
repeats his previous out of control move, spiralling slowly down. This means that his Altitude drops to zero – and Lighton, choosing not to
follow, watches from Altitude 1 as the glycol trailing German attempts a crash landing. The German steels himself in his cockpit. He fancies
his chances of making a decent wheels up landing – with no modifiers he has a 50/50 chance of making a decent fist of it, then all he
needs do is walk to the nearest farm and get some transport back to his chums at St Omer. He rolls his d6 and scores a 3. The Bf109
catches a tree stump, somersaults on landing and erupts in a ball of flame. Turner Lighton waggles his wings, opens his throttle and sets
course for home. Another Hun has been bagged”.

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14.Air to Air Rockets
“The destructive effect against the targets was immense. It almost gave me the feeling of being invincible”
Oberfahnrich Walter Windisch, JG9, describing the R4M rocket, April 1945

This section covers the use of early air to air rockets such as the WGr21, RZ-65 and R4M rockets used against USAAF bomber
formations. A single hit from such rockets could be enough to bring down most aircraft. They also served to break up enemy
formations by causing pilots to take evasive action. In close formations this could lead to collisions.

14.1.1. Firing rockets

On the turn of its fire card (or any bonus card where the aircraft would be able to fire) any aircraft equipped with air to air rockets
can elect to fire a salvo. Pilots firing rockets may not also fire other weapons at the same time.

Rockets have a range of twelve hexes, and are normally fired in pairs. Up to four pairs of rockets may be fired in a single turn.
Alternatively, one single rocket may be fired.

To engage a target with rockets both firer and target must be in the same altitude band. The only exception to this occurs when
rockets are fired during an Overhead Pass manoeuvre.

14.1.2. Firing procedure for air to air rockets:

The firer rolls 3d6 for each pair of rockets being fired. (If firing a single rocket throw 2d6). Cross reference the scores thrown with
the table below:

Frequency of each score obtained:

Score on 3 Misfire: Rocket explodes on firing. Roll a d6 and adjust for pilot
1 2
dice skill: 1-4 Catastrophic Structural Damage. 5 or more; Bad Wing
1 - - Misfire! AND Engine Damage.
2 - - HIT Near Miss: The target evades and is forced out of formation.
3 - - HIT Move the target aircraft two hexes left or right (firers choice – test
for any collision). Sprogs also descend one altitude band. Regulars
4 - - HIT
descend one altitude band if they have any prior damage.
5 - Near Miss HIT
6 Near Miss HIT HIT HIT. See table below

e.g.: On throw of 5,5, and 3 the score of 5 was obtained twice, so cross reference two instances of five with a frequency of 2 to record a Near Miss. A
single instance of a 3 has no impact. A throw of 5,5,6 means two near misses (two targets thus affected)

Top Aces may change the dice score up or down by up to two ‘pips’ on any individual firing turn. For instance, in the throw of 5,5,3
described above, this may be used to add two to the 3 to make it into a 5, moving the instances of 5 to a frequency of three, and
hence a HIT result. Junior Aces may change the score by one ‘pip’ in any firing card. They may only do this once per firing card, so if
they fire four pairs of rockets on a card, they may only adjust one of the four throws.

If the firer is a Sprog (or if the target is size 4 or below) then only two d6 are thrown.

14.1.3. Effect of Rocket hit

Roll a D6 and add the targets current MAN rating:

D6 + target D6 + target
MAN rating Damage MAN rating Damage
1 Temporary Loss of Control 7 Explodes
2 Aileron or Wing Damage + immediate altitude 8 Engine Damage + immediate altitude drop of
drop of 1 level 1 level
3 Bad Wing AND Engine Damage 9 Bad Wing AND Engine Damage
4 Engine Destroyed 10 Very Serious Fire
5 Very Serious Fire 11 Catastrophic Structural Damage
6 Catastrophic Structural Damage 12 Explodes

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 “Well, cram something in the hole, it‟s freezing my ass!”
B-17 pilot Lt ‘Woody’ Woddrop on being told a 155mm flak

15.Flak shell had passed harmlessly between him and his co-pilot,
somewhere over Europe, October 1943.

Aside from the obvious aim of shooting down a target the purpose of anti-aircraft fire (flak) is to
disrupt attacking aircraft to such a degree that they are forced to abandon their attack run.

15.1. THE FLAK CARD

Flak units may fire on the turn of the Flak Card. Flak fire cannot be reserved for use later in the turn. In larger games it is
recommended that more than one Flak card be included, and a note made of which units fire on which card. In addition, one unit
may fire again on the Flak Bonus Card. The firer may choose which unit this is allocated to, but it may not be used by Poor units.

15.2. FLAK FACTORS:

Units firing flak are allocated a firing factor depending on the range and altitude of the target. See table below:
The ‘T’ column on the extreme right of each table gives the maximum number of aircraft that may be targeted at any altitude, whilst the figure in the
box at the bottom right of each table gives the absolute maximum number of aircraft that may be targeted in any one turn by that unit. The firer
may fire at each target using the full factor, it does not need to be split between targets.

Infantry or Ground Unit T Light Flak Position T

3 0 0 0 0 0 0 3 1 0 0 0 0 1
ALT

ALT
2 0 0 0 0 0 0 2 1 1 0 0 0 1
1 1 0 0 0 0 1 1 3 1 1 0 0 1
Range 0-5 6-10 11-20 21-30 31-40 Range 0-5 6-10 11-20 21-30 31-40

Medium/heavy Flak Position (Ground) T Small Merchantman T

6 3 3 1 1 1 1 6 0 0 0 0 0 0
5 3 3 3 2 1 1 5 0 0 0 0 0 0
Altitude

Altitude

4 4 3 3 3 1 2 4 0 0 0 0 0 0
3 5 4 3 3 1 2 3 0 0 0 0 0 0
2 4 4 3 2 1 1 2 1 1 0 0 0 1
1 3 2 1 0 0 1 1 3 1 1 0 0 1
Range 0-5 6-10 11-20 21-30 31-40 Range 0-5 6-10 11-20 21-30 31-40

Sub on Surface / Large Merchantman/MTB T Small Escort/VP Boot* T

5 0 0 0 0 0 0 5 1 0 0 0 0 1
4 0 0 0 0 0 0 4 2 1 0 0 0 1
Altitude

Altitude

3 1 1 1 0 0 1 3 3 2 1 0 0 1
2 2 2 1 0 0 1 2 5 5 3 2 0 1
1 5 2 1 0 0 1 1 7 4 3 1 1 1
Range 0-5 6-10 11-20 21-30 31-40 Range 0-5 6-10 11-20 21-30 31-40

Large Escort / Destroyer T Cruiser T

6 1 1 0 0 0 1 6 3 2 1 1 1 1
5 2 1 1 0 0 1 5 4 3 3 2 1 1
Altitude

Altitude

4 3 2 1 1 0 1 4 5 4 3 3 1 2
3 5 4 3 1 1 2 3 6 6 5 3 2 2
2 7 6 4 2 1 3 2 9 8 6 4 2 3
1 9 6 3 2 1 2 1 11 8 5 4 2 3
Range 0-5 6-10 11-20 21-30 31-40 Range 0-5 6-10 11-20 21-30 31-40

Battleship T Carrier T
6 4 4 2 2 2 2 6 1 0 0 0 0 1
5 5 5 5 4 2 2 5 1 0 0 0 0 1
Altitude

Altitude

4 7 6 5 5 2 3 4 2 1 0 0 0 2
3 8 8 7 5 3 3 3 3 2 1 0 0 3
2 10 10 8 6 3 6 2 6 5 2 1 0 5
1 14 10 7 6 3 5 1 10 6 3 2 1 4
Range 0-5 6-10 11-20 21-30 31-40 Range 0-5 6-10 11-20 21-30 31-40

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Some vessels may be categorised as “AA intense” – these receive +2 dice on all firing within 20 hexes, and may engage one
additional target at Altitude 2 and below.
15.2.1. Experts
Some flak gunners and targeting systems may be classified as Experts, giving them an extra dice when firing. This should be part of
the scenario or, if desired, determined use the table below:

Nationality/situation Poor Standard Experts

German Ground units pre D-Day n/a 1,2,3,4 5 or 6
American/British/Japanese land forces. Germans after D-Day 1 2,3,4,5 6
Naval Gunners 1943-45* n/a 1,2,3,4 5,6
Allied Air Defences 1940 and merchant vessels 1939 - 45 1,2 3,4,5,6 -
All Others 1 2,3,4,5 6
* US Pacific 1944 and German flakships 1943 onwards can add 1 to their dice throw. US Pacific 1945 may add +2

15.3. TARGET PRIORITY AND FIRING ON FRIENDLIES

Flak units will always target the closest aircraft. If aircraft are equidistant then firer may select target. The exception to this is hits
on high altitude level bombing formations (see 15.4.5). Poor and Standard units fire at the closest target, even if it is friendly.
Experts can select not to fire on friendlies.

If only friendly aircraft are in range of flak units then roll 1d6 for each flak position, it opens fire on a 1, 2 or 3. Adjust this dice roll
by -1 if designated Poor, +2 if an aircraft carrier with its own planes in the air, or +2 if the flak unit is designated as Expert.

15.4. FLAK FIRING PROCEDURE

When the FLAK card is turned aircraft within range of flak units may be hit or receive a narrow miss from ground fire. To determine
the effects of flak a number of d6 are rolled. Note: The minimum number of d6 rolled by the attacker is 2. There is no minimum
for the defender

FLAK FIRING TABLE

Attacker: (firer) Defender (target)
Attacker Basic: Defender Basic:
Basic: 0 dice Number of d6 equal to own manoeuvrability* plus:
*remember if carrying bombs or torpedoes MAN rating is reduced

 For each flak fire factor +1 dice  Each level of altitude +1 dice
 Firer designated as expert +1 dice  Target SPD rating >7 +1 dice
 Firer designated as poor -1 dice  Target SPD >10 (cumulative to above) +1 dice
 Firer designated as AA intense +2 dice  Each 10 hexes of range to target +1 dice
 Targeting >1 aircraft this turn -1 dice  Target headed on straight bearing to firer +1 dice
 Target is size 3 or 4 +1 dice  Pilot is Top Ace +2 dice
 Target is size 5 or 6 +2 dice  Pilot is Junior Ace +1 dice
 Any AA reduction due to damage Minus as  Pilot is Sprog -1 dice
necessary
Needing 5’s and 6’s to hit Needing 5’s and 6’s to save
.
EFFECT OF FLAK HITS

Number of
Effect of FLAK hit
net hits
Less than 0 Missed No effect
0 Near Miss Sprogs sideslip 1 hex left or right. Formation may be broken.
1 Near Miss Regulars and veterans sideslip 2 hexes to left or right (fire chooses). Sprogs are DRIVEN OFF
2 Near Miss Junior Aces sideslip one hex to left or right. Lower grade pilots are DRIVEN OFF
3 Near Miss Veteran pilots sideslip one hex to left or right. Lower grade pilots are DRIVEN OFF
4 Hit Roll d10 and consult CRITICAL DAMAGE table
5 Hit Roll d10 twice on the CRITICAL DAMAGE table (+1 to each roll if basic fire factor >4)
6 Hit Roll d10 and consult the REALLY CRITICAL DAMAGE table (+2 to roll if basic fire factor >4)
7 or above Hit Roll d10 and consult the EXTRA CRITICAL DAMAGE table (+2 to roll if basic fire factor >4)

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15.4.1. Driven Off
A DRIVEN OFF result means that the weight of fire has forced the attacking aircraft to turn
away. The aircraft immediately performs an easy turn to left or right (chosen by the firing
player). This is a forced additional move irrespective of aircraft speed, performance or damage
and takes place immediately. The aircraft no longer counts as being in formation. This move
does not shake off any pilot on the tail of the target. The resulting move (to the right in this
instance) is shown in the diagram [right].

15.4.2. Premature release of ordnance when driven off The 'Driven Off' Result
Aircraft which are driven off by flak may prematurely release their ordnance. Roll a d6 and
consult the table below:

Pilot Type Top Junior

Veteran Regular Sprog
Ace Ace
Roll d6 Premature Release occurs on… Never 1 1 or 2 1,2 or 3 1,2,3,4,5

Torpedoes released in this way still test for entry and movement as normal, but are considered to be dropped at the end of the
veering off move and are probably going to miss by a long way. The exception to this is Top and Junior Aces, who are allowed to
drop their fish on their original target line.

15.4.3. Ships blocking line of sight

Aircraft flying at Altitude Level 1 cannot be seen or targeted if there is an intervening ship blocking the line of sight from the
principal hex of the firing ship to the target aircraft

15.4.4. Parachute and Cable Rockets

Both Axis and Allies developed Rocket powered devices that towed cables (sometimes with explosives attached) that could be fired
into the air ahead of approaching low level aircraft. These devices are operated in the same way as normal Flak. They have a ‘range’
of two hexes and can only effect aircraft at Altitude 1. Whilst not strictly a disposable weapons system their rate of fire is
sufficiently low to consider them as such for the purposes of these rules.

15.4.5. Hits on high altitude level bombing formations

Singling out of individual targets becomes impossible against bomber formations at Altitude Band 4 and above. Work out firing for
as normal (counting the range to the closest aircraft), but if a hit is obtained, use a dice to decide which aircraft in the target
formation (within range) is struck.

15.4.6. Flak as an aid to spotting

Firing Flak at bogeys was often used to help direct friendly aircraft towards an attacker. Flak is therefore the only weapon that may
declare to fire at bogeys, and although no damage can be done, all friendly aircraft attempting to spot those bogeys at any point
later in the turn receive a +1 to their spotting roll.

15.4.7. Warships using main armament as flak

It was not uncommon for warships to fire their main armament in an anti-aircraft capacity. The large shell splashes from such large
guns created a ‘wall of water’ potent enough to bring down low flying aircraft, and the turbulence of large shells passing close to
aircraft was enough to cause serious damage. Destroyers through to Battleships may therefore fire their guns in this way. This is
done at the same time as, and in addition to, the standard Flak calculation, but may only be attempted against targets flying at
Altitude 1 and with a minimum range equivalent in hexes to twice the calibre of the gun in inches. For instance, a 4.5” gun could
only fire at a target whose range is 9 hexes or more. For 15” guns this minimum distance would be 30 hexes.

Warships roll 1 d6 for each gun barrel being fired (no more than 50% of the main guns may be fired in any one turn). On each throw
of 6 roll again, looking up the effect as for a Flak Effect hit.

15.5. FLAK – THE SIMPLE WAY – OPTIONAL RULE

This rule is designed for ultra fast play and as such is an entirely optional replacement for the Flak rules presented above. At the
beginning of the game determine what areas are covered by anti-aircraft fire, and the altitude that flak covers. When the Flak card
is turned any aircraft within the flak zone may be hit by flak. All aircraft of any nationality in the flak zone are potential targets. To
determine whether a plane is hit, roll 2d6. Bomber formations will take a hit with a score of 11 or 12, and fighter only formations on
a roll of 12 (mixed formations should use 11 or 12 with an 11 meaning that only bombers could have been hit, whilst 12 means that
either type could have been struck). The umpire should then use dice to determine which aircraft has been struck. Only one aircraft
can be damaged by flak in any one turn. Aircraft struck by flak receive critical damage and should dice on the damage chart
accordingly using a d10.

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16.Ground Targets and Shipping
“We found the convoy and got into position to attack.
The Beauforts split to attack from two sides, the low cover
Beaufighters climbed to 500 feet for flak suppression,
while the top cover looked for enemy fighters”
Attack on the tanker ‘Pozarica’, July 1942

This section covers basics for attacking common ground and naval targets.

16.1. MARKING THE TARGET ON THE TABLE

For some targets - ships, armour and some buildings it may be possible to use a model to represent the target. In terms of scale,
these are often best represented by using a smaller scale that the aircraft models targets (well, they are thousands of feet below!).
th th
For instance, the author combines 1/600 aircraft with 1/1250 scale ship models. For area targets or for point targets where a
model is not available the umpire or game designer should designate a hex (or range of hexes containing the target). This can either
be marked on the table or disclosed only to the bomber’s flight commander.

16.2. USING BOGEY MARKERS TO REPRESENT GROUND AND SEA TARGETS

Bogey markers are used for ships in exactly the same way as aircraft, except they do not need to have an altitude marker, and they
move at three hexes per turn on the turn of the relevant bogey card. The bogey marker represents the ‘principle central hex’ of the
ship. Spotting ships as bogeys gets a modifier on the spotting dice roll (see Section 6.3 on Page 14). Bogey markers can also be used
to identify a range of ground targets. Of course, some of these targets may be larger than one hex but as above we use the
principal hex as the marker. Once spotted the outline of the whole target can be laid out. The procedure for spotting ground targets
is covered in Section 6)

16.3. THE PRINCIPAL HEX

Most ships and some other targets will cover more than one hex. Where this is the case
a ‘principal hex’ must be identified for each. This is the central hex from which all
distances are measured and which is used for performing turns. For instance, for a ship
that is five hexes in length the principal hex is the central hex (i.e. the third hex counting
from the bow). If the ship is an even number of hexes in length then take the rearmost of
the central two hexes (i.e. the third hex when measured from the bow).

16.4. MOVING GROUND AND SEA UNITS The Principal Hex for a ship six
Size ratings and maximum movement speeds for ground targets and surface vessels hexes in length
can be seen at the top of the Target Table (see 16.5). Ground and sea targets may move on the turn of their movement activation
card. Note that ground units may choose to remain stationary (except for trains that are obliged to steam on at their basic speed).
Ships may elect to slow down or speed up by one hex per turn within the constraints of their maximum speed.

Ground units and sea targets may perform manoeuvres and turns subject to the limits below:

Infantry and Tanks Trains Ships smaller than cruisers Cruisers and above

Ground units (i.e. Trains are restricted to Ships smaller than cruisers may Cruisers and above may only change their hex
Infantry and Vehicles) defined tracks - the path change their hex facing by two facing by one each move, pivoting around the
may move in any hex of which is assumed to be sides during each move, providing principal hex described above. Cruisers may
direction with no a straight line unless their speed is at least two hexes change their hex facing at any stage in their
penalty for turning up to otherwise set within the (if speed is 1 then only 1 turn is move whereas Battleships and Aircraft Carriers
their maximum speed. scenario or dictated by permitted). Ships pivot around may only change their facing on their last hex of
your hex map the principal hex described movement.
above. Ships cannot turn when
stationary.

16.4.1. Submarines diving

Submarines take three whole moves to dive. Movement must be in a straight line. Once they have declared their intention to dive
they count as “sub diving” as opposed to “sub on surface”. Once the three moves to dive are complete they count as submerged
and may only be attacked by aircraft equipped with depth charges.

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 Any sub that suffers an O result (see Target Table) is forced to the surface and may not attempt to dive again during the game.

16.5. THE TARGET TABLE (AND DAMAGE TABLE)

The Target Table contains all the information about standard ground and naval targets. It shows the target size and maximum
speed and crucially it is also used to determine the effect of strafing runs, rocket runs and bombing attacks, as well as the number
of torpedo and bomb hits shipping can absorb. The various ground and surface attack mechanisms in these rules will frequently
refer back to this master table.
THE TARGET TABLE
(use for all target details as well as the effect of strafing, rocket, level bombing, dive bombing and skip bombing attacks)

Small Escort or Flakship

Larger Merchantman
Small Merchantman
Building/ Bridge etc

Aircraft on Ground

Aircraft Carrier
Vehicle Target

Sub on surface
Flak Position

Sub diving

Battle ship
Large Escort
Infantry

Cruiser
Train
Target 

Size  0 1 1 1-3 3 2 4 2 2 1 2 3 5 6 6
SPD  1 3 0 0 4 3 3 1 2 2 3 4 3 3 3
Damage Table
Score
or hits
1 or
P - - - - - - - - - - - -- --
below
2 P - - - P P S - - - - - -- --
3 P - - - P P S - - - - - -- --
4 S P - - A1 P S - - - - - -- --
5 S S + ED P ED A1 P S P - P - - -- --
See below

6 S ED P ED A1 A1 S P - P P - -- --
7 X A1 P ED A2 A1 S P - A1 P P -- P
8 X X A1 ED A2/ED A2 S A1 - A1 P P P A1
HOC/
9 X X P + A1 X A2/ED X A2 - A1 /ED A1 A1 P A1
ED
10 X X S + A2 X ED HOC/ED X HOC - A2/ED A2/ED A1 A1 A1
11 X X X X ED/O ED X ED/O ED MX/O MX A2 A2 A2
12 or
X X X X ED*/O ED/O X ED*/O ED*/O HOC/O HOC/O HOC HOC HOC
more
O Limit - - - - - 3 4 - 3 3 4 5 6 n/a n/a
T Limit - - - - - 1 1 - 1 1 1 1 2 3 3
Notes: The target size rating is a rating assigned to the target and not the number of hexes that the target should occupy on the tabletop
Any sub that suffers an O result (see Strafing Attack Table) is forced to the surface and may not attempt to dive again during the game.
Results to the right of the / are ADDITIONAL damage sustained if using rockets, skip bombing or dive bombing.
KEY:
P Pinned. May not fire on the next FLAK card
S Suppressed (or double pinned). May not fire on the next two FLAK cards. Ground targets may not move on its next card.
ED Engine Damage. Speed reduced by 1 hex. Once speed drops to 0 the vessel is considered to be dead in the water
A1 AA position hit: -1 dice for all subsequent AA fire. Also suppressed.
A2 AA position hit: -2 dice for all subsequent AA fire. Also suppressed.
HOC High Officer Casualties. Vessel must move dead ahead next turn.
MX Minor explosion: Vessel must move straight ahead this turn. Reduce speed by 1. All AA fire suppressed for remainder of this turn.
X Explosion. Target totally destroyed or completely dead in water. All AA permanently lost.
O Holed. Roll a d6 in each turn. If roll is equal to or more than the targets ‘O limit’ then the vessel must stop to effect repair. Keep a
log of the number of O hits a target receives. Repairs cannot be carried out within the timeframe of the game.
O Limit: The number of O (holed) results that the target can sustain before it is considered dead in the water.
T Limit: The number of T (Torpedo) hits that the target can sustain before it is considered sunk.

16.5.1. Pinned and suppressed

Players may find it useful to use ‘pinned’ and ‘suppressed’ markers to indicate this status. These can be removed as the flak or
movement cards are turned to help you keep track of the status of various units. Vessels with suppressed AA capability may use the
FLAK BONUS card as an emergency measure but at only 50% effect (ie reduce their basic remaining flak factor by half, rounding up)

16.5.2. Vehicle targets

For trucks and other light vehicles count A1 results as X. When strafing armour with MG and cannon <30mm count X results as A1

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16.5.3. Hits on buildings
Buildings cover a wide description, from sheds, bridges, houses and hangars through to Gestapo HQ and concrete bunkers. To
assess damage to buildings it is recommended that each be assigned a strength value. Each hit obtained reduces the value by one.
Any building that incurs damage that reduces its original value by 50% or more can be described as out of commission, whilst any
building whose strength is reduced to zero or less has clearly been destroyed.

Some typical strength values might be:

Strength 1: Small Fuel tank (Size 1)

Strength 5: Wooden or Small Bridge (Size 1), The garden shed (size 1)
Strength 8: Medium sized Storage Tank, Small Aircraft Hangar (size 2), Single Span bridge (size 1)
Strength 12: Domestic House, Aircraft Control Tower (size 2), Large bridge (size 2)
Strength 18: Large Storage Tank, Large Hangar (size 3)
Strength 25: Large multi-floored building (i.e. Gestapo HQ!) (size 3)
Strength 30: Factory (size 3)
Strength 40: Concrete bunker (size 1)

16.5.4. Hits on generic targets

Describing the effect of bombs on some targets can get rather involved. If crucial to the scenario, it is worth building a specific table
to determine the effect of hits. An example of how this might work for a bombing raid on an airfield or docks is shown below:

Number
1 or
of hits 2 3 4 5 6 7 8 9 10 11 12 or more
below

Light
Extensive
damage Some Fuel or Ammo store
Light damage to damage to Extensive damage to
Buildings to vital aircraft hit. Major explosions.
Airfield Minimal Damage apron and
damaged. areas.
vital
destroyed Damage to vital areas
key areas. Airfield out
dispersal areas buildings. of commission
Some on ground. and equipment.
Major fires
fires
Critical
Light
Some damage to damage. Dry
Minimal damage
dockyard Major explosions. Obvious dock gates
damage. Some damage to non- to vital Extensive damage to vital
Docks Lots of essential buildings
buildings and
areas. buildings. Major fires
vital damage to essential damaged and
storage areas. components likely to be
spray! Some
Some fires out of action
fires
for long time

16.5.5. Damage Ladder for Shipping

There will be times when damage is inflicted to an area of the ship which has
already been destroyed, for instance, once AA capability is reduced to zero then Is all AA Reduce AA
future A1 and A2 hits have no real impact. When a hit occurs that has already capability capability as
NO
been inflicted to its maximum limit Ie when AA has already been destroyed, or destroyed? directed
HOC already inflicted or ED damage has already been sustained to the level at
which the ship is dead in the water then we can use the ‘damage ladder’ (right) to
Yes
cumulate damage. By the use of this table we can escalate damage more sensibly
to recreate the consequences of repeated hits.
Has HOC Incur High
Note that Pinned [P] and Suppressed [S] results cannot be ‘upgraded’. result been NO Officer
previously Casualties
inflicted? (HOC)

Yes

Has Speed Count as

been NO Engine
reduced to Damage
zero? (ED)

Yes

Treat as
Holed result

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17.Bombing “The ship begins to loom large in front of my eyes. I can even see
sailors scurrying about the deck. I press the bomb release switch and
then heave back on the stick with all my might”.
Hans-Ulrich Rudel, Technical Officer III/StG2
23rd September 1941

This section covers tactical Level Bombing, Dive Bombing, Glide Bombing, and Skip Bombing. Rules for the
strategic bombing of large urban or factory areas are not included.

17.1. EFFECT OF ORDNANCE ON SPD AND MAN RATINGS

All aircraft carrying bombs or torpedoes have their basic speed reduced by 1. In addition any fighter
operating in a fighter/bomber capacity has its MAN rating reduced by 2 all the while it is carrying
external ordnance or drop tanks. Factors revert to normal once the load is dropped.

17.2. THE IMPORTANCE OF SPOTTING

Targets must be spotted before they can be bombed. Unspotted bogeys may drop bombs.

17.3. DIVE BOMBING

Most dive bombers released their deadly load at between 2,000 to 1,000 feet, following a dive of perhaps 10,000
thousand feet or more at an angle of around 70 degrees. Dive bombers must start their bombing run at altitude
two or above and only move half distance in the move of their bombing run (after adjusting for modifiers) and
finish the turn at altitude 1. They must end their turn within one hex of the hex containing the target. If the aircraft does not have
sufficient move (or too much move) to satisfy this requirement then the bombs are considered to have been dropped too early and
no damage is caused.

17.4. SKIP BOMBING

Skip bombing involved dropping bombs on a time delay fuse (no more than five or ten seconds), in such a way and at such a low
altitude that the bombs would ‘bounce’ off the surface of the sea and would then skip so they explode either against, under or
above the target vessel.

Skip bombing may only be performed against shipping and only by aircraft at altitude one. No variation in altitude is permitted
during a turn in which an aircraft attempts a skip bombing attack. Players must declare their intention to skip bomb BEFORE they
roll their d4 for movement. To skip bomb the attacking aircraft must fly its full move (with normal adjustments) in a straight line at
altitude one and complete its move within two hexes of the target directly over which the aircraft must either have already
flown, or be about to fly on a straight line course. If the aircraft does not have sufficient move (or too much move) to satisfy this
requirement then the bombs are considered to have been dropped too early and no damage is caused.

17.5. GLIDE BOMBING

Glide bombing can only be performed from altitudes 1 or 2. Players must declare their intention to glide bomb before they roll their
d4 for movement. To glide bomb the attacking aircraft must fly its full move (with normal adjustments) in a straight line at altitude
one or two and complete its move within two hexes of the target directly over which the aircraft must either have already flown,
or be about to fly on a straight line course. If the aircraft does not have sufficient move (or too much move) to satisfy this
requirement then the bombs are considered to have been dropped too early and no damage is caused.

17.6. LEVEL BOMBING

Level bombing may be performed by aircraft designated as bombers or by some fighters operating in a fighter bomber capacity. It
normally takes place at altitudes 3 or above. The last 10 hexes of any level bombing run must be made in a straight line, dicing for
movement variation as normal, while the bombardiers line up on their target. Bombs may be released in the movement turn, as the
aircraft passes over the target area. For simplicity it is assumed that all ordnance is dropped in one pass.

17.7. DEPTH CHARGES

Depth charges may be used to attack submarines either on the surface, or for up to 3 moves after the submarine has completed a
dive. A depth charge attack must be performed in the same way as a skip bombing attack, with the exception that a depth charge,
rather than a bomb, is dropped and the ‘target’ hex is either the ship itself or the hex in which the principal hex of the submarine
was last seen before it disappeared from sight.

17.8. BOMBING PROCEDURE

As with firing, bombing uses an opposed throw mechanism where the bomber and defender both roll a number of d6 as detailed in
the table:

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 BOMBING TABLE
Dive Skip Glide Level Depth
Bombing* Bombing Bombing Bombing Charge
Bomber:
Base Factor 4d6 3d6 2d6 1d6 2 d6
Size of Target (per point of size) +1 dice +1 dice +1 dice +1 dice +1 dice
Pilot is Top Ace +2 dice +2 dice +2 dice +2 dice +2 dice
Pilot is Junior Ace +1 dice +1 dice +1 dice +1 dice +1 dice
Pilot is Sprog -1 dice -1 dice -1 dice -1 dice -1 dice
Bomber is damaged -2 dice -2 dice -2 dice -1 dice -2 dice
Bomb run is along length of target +1 dice -1 dice +1 dice No effect +1 dice
Each additional bomb +2 dice +2 dice +1 dice No adjuster +1 dice
Under flak fire earlier in turn -1 dice -1 dice -1 dice -1 dice -1 dice
Aircraft ends turn in target hex +1 dice No effect No effect No effect No effect
Speed this turn is 8 or more -1 dice -2 dice -2 dice -3 dice -2 dice
Speed this turn is 10 or more -3 dice -4 dice -3 dice -3 dice -3 dice
Needing Needing Needing Needing Needing
4, 5 and 6’s 5’s and 6’s 5’s and 6’s 5’s and 6’s 5’s and 6’s
to hit to hit to hit to hit to hit
Target: Needing
Altitude of bomber (per level) +3 dice 5’s and 6’s to
Compare number of bomber ‘hits’ against
Target’s SPD (per hex) +1 dice save
number of target ‘saves’

Defender wins Defender wins Draw Bomber Bomber Bomber

by 2 or more by 1 or 2 wins by 1 wins by 2 wins by 3+
Bad Miss Miss Near Miss Hit Crucial Hit Precision Hit
This result applies to Skip No effect A bomb explodes Maybe a glancing A hit but with an A potentially much
Bombing and Depth close enough to blow or possibly increased probability more effective hit.
Charges only. Other treat damage the target. something more of causing greater Maybe enough to
as Miss This result can be substantial. damage. completely destroy
particularly effective some small targets.
Bombs detonate on against small vessels
impact with water. and some soft
Aircraft suffers a targets.
Temporary Loss of
Control for which it must
test as per damage
sustained from enemy
fire Roll on the Target Table (Page 43) with a modifier
as shown in the table below.
Small Escort/Flakship
Larger Merchantman
Small Merchantman

Aircraft on Ground
Building/Bridge

Aircraft Carrier
Vehicle Target

Sub on surface
Flak Position

Sub diving

Battle ship
Large Escort
Infantry

Cruiser
Train

Near Miss P P P - - R R R R R R R R R R

Hit R R R R R R+1 R+1 R+1 R+1 R+1 R+1 R+1 R+1 R R

Crucial Hit R+1 R+1 R+1 R+1 R+1 R+2 R+1 R+1 R+2 R+2 R+2 R+2 R+1 R+1 R+1
Precision
R+2 R+2 R+2 R+2 R+2 R+3 R+2 R+2 R+3 R+3 R+3 R+3 R+2 R+2 R+2
Hit
R: Roll d10 and consult Target Table
R+1: Roll d10, add one to the result and consult the Target Table For bombs of 500kg or above and Kamikaze strikes roll
R+2: Roll d10, add two to the result and consult the Target Table
2d6 instead of a d10 but still apply the modifier
R+3: Roll d10, add three to the result and consult the Target Table

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18.Torpedo Attacks

“The Scharnhorst, Gneisenau and Prinz Eugen have had the cheek to put their noses into the channel.
We are going to deal with them. Fly at 50 feet, close line astern. Individual attacks. Make your own way home.”
Lt. Commander Eugene Esmonde, VC, RN, Swordfish pilot on his way to history, February 1942

18.1. TORPEDO ATTACKS (AIR LAUNCHED)

Torpedo attacks are carried out by releasing a torpedo from Altitude 1. The torpedo will then move, with some random element
provided by dice, towards the target. Once the torpedo moves into the same hex as the target then a hit occurs and we test first to
see if the torpedo is a dud before going on to assess the damage caused to the vessel struck.

18.1.1. Marking torpedoes

You will need a torpedo marker to mark the location of the torpedo and its direction. In busy games you may also be glad of some
method of remembering how many activations the torpedo has had and its depth. Micro d6 are good for this if you have them. Cut
out and keep Torpedo markers are included at the back of these rules.

18.1.2. Launching Torpedoes

Only aircraft designated as Torpedo bombers may carry out Torpedo attacks. Each Torpedo bomber can drop a maximum of one
torpedo. To carry out a Torpedo attack the torpedo bomber must be at Altitude Level 1 and must make a full move in straight and
level flight prior to release. To reflect the requirement to reduce speed for launch, this move is made at half its basic speed only
(plus the d4 adjustment). The torpedo is released at the end of the move. Upon launching of the torpedo a torpedo marker is
placed in the hex immediately in front of the aircraft.

18.1.3. Torpedo movement

Once in the water torpedoes – even those dropped prematurely - will activate (i.e. move) once per turn, this begins on the turn
after they have been dropped and takes place on the turn of the card activating the unit that dropped the torpedo. Bonus cards
and character cards are ignored. Torpedo movement is performed for each Torpedo in turn. Each Torpedo gets three turns of
activation (this is extended to four for Japanese torpedoes to reflect their longer range). The procedure for calculating the
movement path of each torpedo is as follows:

a) Roll 8 d6.

b) Remove all dice showing a result of 1 as this score is ignored.

c) Check how many sixes have been rolled. The torpedo goes one level deeper for each six thrown.
The effect of these is calculated immediately and before the torpedo is allowed any other
forward or lateral movement. A record must be kept of the depth of the torpedo. Any torpedo
that accumulates four sixes during its running time has gone too deep to strike any vessel and
can be removed from the table.

d) Calculate the sideways drift of the torpedo by assessing the ‘net’ scores of 4’s and 5’s. The
torpedo drifts one hex forward and to the left for each 4 thrown and drifts one hex forward and
to the right for each 5 thrown. Where the throws cancel out then no movement is made. For
instance. If the eight dice thrown include two 4’s and three 5’s the two fours are considered
to cancel out the equivalent number of 5’s leaving, in our example, one 5, which would mean Above: This torpedo has drifted
the torpedo will ‘drift’ one hex to the right. one 'column' to the right and moved
forward 3 hexes.
e) Calculate the forward movement of the torpedo. Move the torpedo two hexes for every 3
thrown and 1 hex for every 2 thrown

If any of these movements bring the torpedo into a hex containing a vessel then check for torpedo hit (see section 18.1.6).

There is no limit to the number of torpedoes that may occupy a single hex.

Example: In the diagram (above right) the roll was 5,5,4,2,2,2,1,1. The 1s are ignored. The net result of this throw is that the torpedo has drifted one
hex to the right (one more 5 than 4s) and moved forward by three (for the 2,2,2). Note the slightly forwards movement caused by the column shift
and note also that that the orientation of the torpedo remains the same.

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18.1.4. The question of scale
The scale of the model ships you are using, and the size of your hex grid is an issue when using torpedoes. The rules assume that
you are using a ship scale where small vessels occupy one hex, destroyers approximately 3 or 4 hexes, cruisers around 6 hexes and
battleships around 9 hexes. This is true if the hex grid is around 1.5” hexes using 1/1250 models. If you are using significantly
th
different scales – perhaps where the ships are smaller (1/3000 ) then you are less likely to get a torpedo to enter a hex containing
a model. In this case we reduce the scope for sideways movement of the torpedo by ignoring the first 4 or 5 rolled.
18.1.5. Fast torpedoes
For some ‘fast’ torpedoes count each 3 thrown as a move of three hexes forward.
18.1.6. Torpedo hit
A torpedo is deemed to have struck a ship once it moves into a hex occupied by that ship (or if the ship moves into a hex containing
a torpedo). As soon as this occurs the attacking player (i.e. he who launched the torpedo) rolls for impact and damage, and finds
out if the torpedo is a dud!
18.1.7. Is it a dud?
Air launched torpedoes were unreliable weapons, especially in the early stages of the war. Roll 1d6 per torpedo impact obtained.

Germany Germany Great Italy Japan, USA USA USA

1942 or 1943-45 Britain France & 1942 or 1943 1944-45
earlier Russia earlier
1 dud dud dud dud dud dud dud dud
2 dud dud OK OK dud dud dud OK
3 dud OK OK OK OK dud OK OK
4 OK OK OK OK OK dud OK OK
5 OK OK OK OK OK OK OK OK
6 OK OK OK OK OK OK OK OK
Torpedoes that are dropped five hexes or less from the vessel struck have a 5 in 6 chance of being dud, regardless of the
nationality. If the torpedo impacts and is not a dud, then damage is assessed.

18.1.8. Effect of Torpedo hits

The effect of a torpedo hit is calculated by the attacker and defending rolling a number of d6 as indicated in the table below:

TORPEDO HIT TABLE

Attacker Target
 Basic 6 dice  Target size (each point from Target Table) +1 dice
 End on Hit +4 dice
Needing 5’s and 6’s to hit Needing 5’s and 6’s to save

Result:
Defender throws more 5’s and 6’s Glancing blow. Vessel suffers minor damage only. All AA fire suppressed for next
than attacker: flak card. Vessels smaller than destroyer treat as Draw (see below)
Draw If hit is aft of principal hex of target ship:

Steering Damaged: Roll a d6.

1,2,3 : vessel circles to left at one turn per move (may elect to halt)
4,5,6: vessel circles to right at one turn per move (may elect to halt)

If hit in or forward of principal hex:

Engine damaged. Vessel looses one hex of movement. This is cumulative.

Once speed is reduced to zero then count next hit as attacker wins result

Attacker wins by 1: Holed: Vessel receives one T hit. One T hit is sufficient to sink most vessels smaller
than a large destroyer.
Attacker wins by 2 or more: Badly holed: Count as two T hits

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19.Strafing and Rocket Attacks
“We had a ball knocking off three locos and their wagons, then
two tractor and trailer units, and an RDF station and barracks,
finishing off with blowing holes in a factory roof”
S/Ldr Bob Spurdle, 80 Squadron, RAF, 18th December 1944

19.1. STRAFING
Strafing attacks may only be performed by aircraft at Altitude Band 1. Such attacks
are performed on the turn of the attacker’s fire card. The strafing aircraft rolls 1d6
and must score equal to or less than its current basic front fire factor (adjusted for
any damage sustained). The amount by which the throw is under the basic front fire
factor will determine the amount of damage incurred using the Damage Table
section of the Target Table (above) subject to the following adjustments:

Sprogs add 1 to their dice score

Junior Aces reduce their dice score by 1
Top Aces reduce their dice score by 2
Cannon Increase number of hits by one for cannon equipped aircraft
Increase number of hits by two for 30mm cannon or above (not cumulative)

If the range is 5 hexes or more then add 2 to the dice score. To determine the amount of ammo used roll 1d4 and count the result
against the ammo limit. Aces count a 4 result as a 3. Note that for aircraft with a high fire factor the question is not so much about
will they hit, but more about how much damage they cause.

Johnny Danger Says: Luftwaffe Junior Ace Max Ehfurt cranks his Bf109 into a hard turn and zooms round for another attack on a
juicy looking Russian convoy of vehicles that he has seen lurching along a road. If he is quick, he can get the lead truck before it makes
the safety of the woods. He turns to perfection, and his fire card comes out with the Russian truck right under his guns. He rolls 1d6 for
effect and a d4 for ammo. The d4 comes up 3 so he marks off three more against his ammo limit. The d6 shows a 2, which he reduces
to 1 because he is a Junior Ace. This is eight less than his fire factor (a 9), so he cross references this with the target type on the
Target table on page 44 and sees that he has achieved an X result – the truck erupts in flame and careers into the ditch at the side of
the road. Another blow for the Russian dogs!

19.2. AIR TO GROUND ROCKETS

The development of the air to ground rocket enabled precision strikes to be carried out against a range of ground and surface
targets. Air to surface rocket attacks may only be performed by aircraft at Altitude Band 1. Such attacks are performed on the turn
of the attacker’s fire card. Rockets are fired in pairs. Pilots must declare how many pairs of rockets are being fired. If any doubt
persists about how many rockets are fitted, assume a normal allocation of 8 (i.e. four pairs). Aircraft carrying rockets do not suffer
a speed penalty.

FIRING PROCEDURE AIR TO GROUND ROCKETS:

Roll 2d6 How many rockets Specific Adjusters Net Score

Firer rolls two d6 and Single Rocket -1 Rockets fired are >25lb +1
adds the score. This One pair 0 Long is over 5 hexes -2 This net score is then
score is then adjusted up Two Pairs +1 Range > 8 hexes (cumulative) -4 adjusted by the
or down by the Three Pairs +2 Firer is Sprog -1 defenders dice throw
modifiers in the columns Four Pairs +3 Firer is Junior Ace +1 (see box below) and
to the right Five Pairs +4 Firer is Top Ace -2 then cross referenced
Six Pairs +5 Pilot of firing plane is wounded -2 for effect on the Target
Firer has enemy on his tail -6 Table

Rocket failure: The target:

Any double thrown fails instantly as The target throws a number of d6
rockets fail to launch. Better luck next equivalent to his current speed rating
time. Top Aces ignore Double One or (see table below and adjust for
Double Two. Junior Aces Ignore damage sustained). Any 6 thrown
Double One results. enables him to reduce the attackers
final score by one point.

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20.Dakka…Dakka…Dakka…

“Squadron was stood down today, bars all over the island were busy”
185 Squadron diary, Malta, 4th August 1942

This section contains rules relating to ‘other stuff’ that you may need to refer to from time to time, along with some optional and
alternative approaches to some elements covered elsewhere.

20.1. PILOT CHARACTERISTICS [OPTIONAL]

Assigning specific attributes to pilots is just one way of introducing a little more colour to your games. Either allocate according to
your whim, or use the method described below. Some of them are historical or may reflect national characteristics; others are traits
which I have included simply to add fun. I’ll let you work out which attribute falls into each category! Best used sparingly.

Roll a d6. On a score of 1-5 your pilot is a normal guy. But on a score of 6 roll another a d10 and consult the table below to discover
what exceptional qualities your pilot possesses:

D10 Attribute Description and effect

Score
1 Deflection Expert This guy gets one extra dice when firing a rear or front deflection shot at all ranges.
2 Stick Like Glue! A pilot with this attribute is a superb wingman. Stick Like Glue wingmen count as the
next pilot level up when testing to stay in formation. When flying as a wingman to his
leader he ignores all HARD EVADE results and sticks to his leader.
3 The MO’s Most Roll a d6:
Wanted 1,2: Eagle Eyes: This guy has A1 vision and that’s for sure. Pilots with this attribute shift
one column to the left when spotting at all altitudes.
3,4: Tin Legs: This pilot has tin legs. Because of this he can ignore the first wound he
receives. However, should he need to bail out he will need two attempts to complete his
extraction.
5,6: Die Hard: This man has a great constitution and ignores all pilot wounded results.
4 Dead Eye Dick This fellow has a natural talent for target shooting. Gets 1 extra dice on all air-to-air
firing.
5 War Hero War Heroes are never shaken off by weight of defensive fire. Retain this label only for
the most fanatical few whose destiny rests with a posthumous award.
6 Cowardly Cad The cowardly cad is the type of fellow whose engine suddenly develops a fault just when
the true extent of enemy numbers is known. Roll 1 d6 any time this fellows section card
is turned and there are more enemy fighters than friendly fighters visible on the table. A
score of 1 or 2 will see this fellow declaring a bogus fault. He will then immediately break
formation and head for home as quickly as possible.
7 Villainous Swine The Villainous Swine will always attempt to shoot down enemies who have bailed out.
8 The Jonah The Jonah brings bad luck to his comrades. Anyone flying in the same organisation as this
fellow adds one to all dice rolls in which they may sustain damage.
9 Glory Hunter Add a character card to the pack for this guy. If the character is NOT a section leader and
his card comes up, that player MUST move his plane independently (i.e. he breaks
formation). This represents the stereotypical headstrong airman that does not conform
to normal section tactics. I would suggest that Polish and Czech squadrons have at least
three of these guys in each squadron.
0 Ground attack expert Counts as a junior ace for all ground strafing and rocket runs.

20.2. ALTITUDE [OPTIONAL EXTRA BANDINGS]

Those wishing to play an “advanced” version of BTH may wish to expand the number of altitude bands to 12, with 0 remaining as
ground level and further bands as described below. This can be done without the need to change any of the other rule systems, but
I would suggest that rate of climb factors be increased by one for fighter aircraft
0 = On the ground 5 = 10,000 to 13,000ft 10 = 27,000 to 30,000ft
1 = Less than 1,000ft 6 = 13,000 to 17,000ft 11 = 30,000 to 33,000ft
2 = Less than 5,000 feet 7 = 17,000 to 20,000ft 12 = Above 33,000ft
3 = 5,000 to 7,500ft 8 = 20,000 to 23,000ft
4 = 7,500 to 10,000ft 9 = 23,000 to 27,000ft

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20.3. CLOUDS [OPTIONAL]
There are two basic ways of adding clouds to your table. The first is to state that a thick layer of cloud covers the full area of the
table at a certain Altitude band (or bands), the second to create zones of hexes marked as clouds, each with an altitude indicator
showing what altitude band the cloud is at.

20.3.1. The BTH Patent Cloud Generator

I am a wargamer and not a meteorologist, so what follows is based on good intent rather than scientific fact. To help in the
generation of clouds the following table can be used. There is a general philosophy in game design that we don’t want too many
clouds as few games can be enjoyed with ten tenths cloud cover!

BTH PATENT CLOUD GENERATOR

Score on Pacific Mediterranean Europe Arctic

2d6
2 No clouds No clouds No clouds No clouds

3 No clouds No clouds No clouds No clouds

Solid Cloud Layer at
4 No clouds No clouds No clouds
Altitudes 1 and 2
Dotted clouds Solid Cloud layer at Solid Cloud layer at
5 No clouds
at Altitude 1 Altitude 1 Altitude 1
Dotted clouds Dotted clouds Dotted Clouds at Dotted Clouds at
6
at Altitude 1 at Altitude 2 Altitude 3 Altitude 3
Dotted Clouds Dotted clouds Dotted Clouds at Dotted Clouds at
7
at Altitude 2 at Altitude 3 Altitude 2 Altitude 2
Dotted Clouds Solid Cloud layer at Dotted clouds at Dotted clouds at
8
at Altitude 3 Altitude 1 Altitude 1 Altitude 1
Solid Cloud Layer at Solid Cloud layer at Dotted clouds at Dotted clouds at
9
Altitude 1 Altitude 2 Altitude 1 and 2 Altitude 1 and 2
Solid Cloud Layer at Solid Cloud layer at Solid Cloud at Solid Cloud at
10
Altitude 2 Altitude 3 Altitude 1 Altitude 1
Solid Cloud Layer at Solid Cloud layer at Solid Cloud at Solid Cloud at
11
Altitude 3 Altitude 2 and 3 Altitude 2 Altitude 2
Solid Cloud Layer at Cloud layer at Solid Cloud at Solid Cloud at
12
Altitudes 2 and 3 Altitude 1 and 2 Altitude 3 Altitude 1
cloud adjuster -2 -1 +1 +2
For ‘dotted cloud’ results the number of clouds is determined by the score on the 2d6 adjusted by the ‘cloud adjuster’

20.3.2. How big should clouds be?

Roll 2d6 twice for each cloud. The first result is the ‘width’ of the cloud in hexes, the second being the ‘length’. For example, a
throw of 7 followed by a throw of 12 would give a cloud that is 7 hexes wide by 12 hexes long

20.3.3. Positioning clouds on the table.

This should be as random as possible. One method of allocation is to divide the gaming
table into ten equal sectors, then use a d10 to select which sector each cloud should be
placed in.

20.3.4. Cloud facts

Clouds do not move and are considered ‘permanent’ for the duration of the game.
Cloud forms an impenetrable barrier to spotting.

20.3.5. Disorientation in clouds

Any pilot that flies through cloud will be disorientated to some degree, and so at the
end of any turn in which the aircraft ends in cloud his aircraft is repositioned using the
diagram on the right. Note that this affects individual aircraft and may result in a break
in formation.

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In the diagram, “T” represents the aircraft, positioned after its move in the cloud. At the end of its turn, a d6 is rolled, and is
adjusted for pilot skill (i.e.: sprog -1, junior ace +1, top ace +2). The aircraft is immediately repositioned into a new position as
indicated in the diagram on the left, but still facing the same direction. Bogeys ignore this test and may move as if the cloud did not
exist.

If a pilot flies through clouds for more than three successive moves he must roll two d6 each move. On the throw of any double he
has become totally disorientated and is removed from the table. Veteran Pilots and Aces get to re-roll one of the dice, hence giving
them a chance to regain their position.

20.4. TAKE OFF AND LANDING

20.4.1. Take off
Aircraft and bogeys taking off move two hexes in their first move and climb to altitude 1. In the second move the aircraft increases
to half speed and climbs to altitude two (if desired). In the third turn the aircraft goes its basic speed and may act as normal. For
spotted bombers the procedure is similar, but they must stay at altitude one for two turns before ascending further.

20.4.2. Landing
Aircraft wishing to land must first fly along one full turn in a straight line at Altitude 1. In their next turn (the landing turn), they
must declare that they are landing and in that turn they DEDUCT their D4 modifier from their basic SPD and move the
corresponding number of hexes – straight ahead - and end the turn on the ground (level 0). If they end their turn on a designated
airfield hex (or deck of an aircraft carrier model) then proceed as below. If they do not end the turn on such a dedicated position
then they have crash landed. Note that bogeys that end their turn at Altitude 0 are assumed to have landed – or ditched – safely.

20.4.3. Multiple landings

Only one aircraft may land on each landing site per turn. A landing site could be a designated airfield or aircraft carrier.

20.4.4. On the tail of landing aircraft

Landing under fire is a risky business. Because any aircraft attempting to land must first fly a full turn straight ahead at Altitude 1
they are extremely vulnerable during their approach. When a landing aircraft enters its landing turn (i.e. the turn it actually touches
down) the trailing aircraft conforms to the movement of the landing aircraft as though it were on its tail as normal, but the attacker
remains at Altitude 1. Note that this is permitted regardless of the number of hexes moved.

If the attackers fire card is drawn after the enemy aircraft has landed the attacker may continue to shoot at the enemy as normal
even though he is at a lower altitude, but if the attackers movement card is drawn before his fire card then he must move off taking
a normal turn.

Note that any aircraft that suffers any damage that would normally result in a loss of altitude is considered to have crash landed
and the pilot must test on that chart. It is possible for an aircraft to be attacked by more than one enemy in the turn in which it
landed. Each damage is assessed individually (i.e. you may have to test for crash landing more than once). Once landed aircraft
remain an active target and can still have damage inflicted on them.

20.4.5. Landing on aircraft carriers

Only aircraft with arrestor hooks or other designated naval aircraft may land on carriers. Clearly aircraft fitted with floats may not
land on deck (but they can land on the sea using the normal landing rules). Aircraft landing on carriers make their approach as a
normal landing, but their final move must see them move lengthways along the carrier’s deck, and they must end their turn
somewhere on that deck!

Aircraft landing on a carrier must test for landing as follows:

Roll a d6 Pilot Skill Modifiers Result

Sprog -1 Pilot Wounded -1 4 or more: Text book landing

Regular 0 Aircraft Damaged -1 3: Good landing
Veteran +1 Carrier Damaged -1 2: Poor landing. Aircraft damaged.
Junior Ace +1 Carrier under attack -1 1: Flight deck out of action for d6
Top Ace +2 turns
0: Ditched: Pilot and crew recovered
but aircraft lost.
Below 0: Crashed into the sea and sank. No
survivors

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20.5. JETS
Some additional rules apply for jets. Most critically, games involving jets must include the Jet Bonus Card (see Section 4), but in
addition to this the following special rules should be applied:

20.5.1. Vroom or kaboom!

Getting the right throttle setting when flying early jets (or, more accurately, guided rockets in some cases) was a tricky business,
and engine problems were numerous. To reflect this players with jets must keep an eye on their d4 SPD adjuster. If they throw a 4
then one of the following has occurred:

Me163/Natter: Temporary loss of control (see 13.2.4). Roll a d6. On a 6 the jet explodes.
Me262, He 162 and AR234: Temporary loss of control. Roll a d6. One a 5 or 6 engine suffers engine damage.
Other jets: Must fly straight ahead this turn at SPD plus d4 adjuster but pilot regains control.

20.5.2. Higher speed at higher altitude:

To reflect the jets higher speed performance at high altitudes their basic SPD rating for all jets is increased by 1 at Altitude Band 5
or 6 but decreased by 1 at Altitudes 1, 2 and 3.

20.5.3. The steep climb

Jets have an excellent rate of climb. Jets may therefore perform a ‘steep climb’,
which moves them up one altitude level whilst staying in the same hex (at no
penalty on movement). This occurs at any point in their move but may not be
performed in a turn that already includes a decrease in altitude.

20.5.4. Jet turning circles

Most piston engine aircraft are capable of turning inside a high speed jet. For this
reason it is suggested that the tightest turn allowable to jets is as shown in the
diagram.

Propeller driven aircraft may attempt to use the break turn to shake off a tailing jet.
If this happens, then the jet pilot still roles to stay on the tail, but with a -1 modifier
on the staying on the tail test. This allows for the fact that that coming out of the
turn and retaining a firing aspect is not impossible, but is very unlikely – even for
good pilots. Should the jet pass the test then the pilot has pulled off an excellent
turn and remains on the tail of his adversary.

20.5.5. The flat spin

Any jet that is not piloted by a Top Ace and which fails to perform a tricky or hard manoeuvre may enter a spin.

FLAT SPIN TEST FOR JETS THAT FAIL A TRICKY OR HARD MANOEUVRE
Roll a d6 Pilot Skill Result

Sprog -1 3 or more: No problem

Regular 0 2 or below: SPIN! Descend 1 altitude band straight down immediately, turn two
Veteran +1 hex faces to the right. Pilot may attempt to recover in a subsequent
Junior Ace +1 activation phase. If a spin does not result, then the aircraft is moved
straight ahead at basic SPD for that altitude as is normal for a failed
manoeuvre. Recovery from spin is performed as for a normal
Temporary Loss of Control result (see Section 13.2.4).

20.5.6. Damage to jets

All jets that suffer a ‘fire’ result will explode instantly. Ouch.

20.5.7. Crash landing in jets

Not advisable. When attempting to crash land a jet a minus modifier is applied. See Section 13.4.

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21.Game within a game: Bag the Doodlebug!
“Then something happened which changed our life
completely, the first Doodlebug came over”
F/O Ron Pottinger, 150 Tempest Wing, May 1944

21.1.1. Table set up and objectives

The game starts with the doodlebug 10 hexes in from the bottom of the hex map. It must fly the full length of the hex mat and exit
off the top edge (aka the London suburbs). The pursuing fighter (or fighters) must stop this from happening. The fighter (or fighters)
start in the corner hexes of the mat nearest the doodlebug entry point.

21.1.2. Card deck

The card deck for this game comprises: Doodlebug Move, Fighter Move, Fighter Fire, Bail Out, Blank Card

21.1.3. Movement
Doodlebugs enter the table at Altitude Band 2. They will move on a special ‘doodlebug move’ card which you will need to add to
the pack. Roll a 2d6 to determine doodlebug movement:

Score on 2d6 5 or less 6 to 8 9 to 10 11 12

Doodlebug speed this turn 8 hexes 10 hexes 11 hexes 12 hexes 13 hexes

On any equal double thrown the doodlebug shifts two hex columns to the right, on any odd double thrown the doodlebug shifts
two hex columns to the left.
21.1.4. Firing at doodlebugs
Aircraft do not have to take a getting on the tail test when closing in on doodlebugs. When firing at doodlebugs follow the
following, simple procedure:
BAG THE DOODLEBUG
Roll 2d6 Modify Result
Note: A natural Top Ace +1
throw of 12 is Junior Ace Veteran/ Regular 0 11 or more:
always a precision Sprog -1 Precision hit
hit Aircraft is damaged -1 9 or 10:
Range greater than 4 hexes Range -2 Crucial Hit:
over 6 hexes (cumulative) -2 8 or below:
Optional Pilot characteristics + or – Miss
(see Page 51)

Precision hit: Doodlebug explodes. All aircraft within 4 hexes roll d6 on critical damage table.
Crucial hit: Doodlebug is struck but not destroyed. To determine the effect of the hit roll another d6:
1: Descends one altitude level and shifts d6 hexes to the left, retaining its original orientation.
2: Descends one altitude level and shifts d6 hexes to the right, retaining its original orientation.
3: Descends one altitude level and shifts 2 hexes to the left, retaining its original orientation
4: Descends one altitude level and shifts 2 hexes to the right, retaining its original orientation
5: Doodlebug executes easy turn to the right in its next turn
6: Doodlebug executes easy turn to the left in its next turn

21.1.5. Wingtipping
Wingtipping was an alternative, if somewhat risky, way to bring down doodlebugs. In his turn the pursuit aircraft may pull up into
the hex alongside the doodlebug. He then declares an attempt to wing tip the flying bomb. He does this by rolling a d6 and cross
referencing the score with his pilot skill:

V1 Wingtipping Sprog / Veteran Ace

Regular
Success! Doodlebug is tipped and heads into ground. Treat as catastrophic structural 6 5+ 4+
failure
Partial Success. The doodlebug changes direction by one hex face AWAY from the side 5 4 3
the pursuit fighter is on
Collision. The doodlebug has collided with the fighter. Fighter suffers temporary loss of 3,4 3 2
control. V1 has 50% chance of turning one hex face TOWARDS the pursuit fighter
Missed. Try again next time 2 1,2 1
Catastrophic Collision. Both doodlebug and fighter collide and both are destroyed. 1 n/a n/a

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 INTELLIGENCE BRIEFING
by Squadron Leader Johnny Danger, DSO, DFC and bar

Formations and the War in the Air

“The importance of teamwork in aerial combat cannot be overemphasised. If teamwork is be achieved, and the effects of mutual support gained,
each flight leader must know the position of every man in his flight. This is possible only when strict formation discipline is observed at all times”
Major John Liosel, 475th Fighter Group

When recreating aerial combat during the Second World War it is important to understand the tactical significance of formations.
Just as the doctrines of column, line and square are essential concepts to Napoleonic gamers, the various formations seen during
the war in the air are at the base of accurate simulations. A strong, flexible formation enabled commanders to act with aggressive
cohesion when attacking and offer mutual defence when attacked. All nations accepted this fact, training their pilots to fly and
maintain formation during combat. Formation flying was a key element in the RAF’s development of its pre war Fighting Area
Attacks, stood at the heart of Luftwaffe Jagdflieger doctrine and held firm too across the other side of the world, where Japanese
Navy pilots practised holding their Shōtai formations against a large number of enemy attackers. For the allies – especially the RAF -
tight formations were the order of the day in 1939, whilst both Germany and Japan were teaching rather looser and more flexible
techniques. Time was to tell which philosophy would survive longest in the struggle ahead.

Fighters
The standard formation in use by RAF Fighter Command at the outbreak of war was the classic three aircraft vic, around which the
RAF designed their textbook section attacks. At this time, the order to attack was given by the Squadron or Section leader who
would calmly announce which number attack the formation would deploy. It was the view of the RAF that fighters would be
deployed against enemy bomber formations and their standard fighter tactics were designed around formation attacks by
individual sections to which the spoils would nearly always fall to the section leader who invariably was lined up to get the first
crack at the target.

The diagram on the left shows a twelve aircraft strong

RAF or Commonwealth squadron of four three aircraft
sections adopting the classic “vic” formation. This
formation was deployed as a standard for Fighter
Command squadrons in the late 1930s and during the
spring and summer of 1940. Equally it might represent
French, Russian, Italian or almost all European nations
except the Germans and the Finns! All aircraft are in
the same altitude band.

Red (lead) and Yellow (left) sections make up “A”

Flight and are flying in the “vic” as sections echeloned
to the left. Blue (right centre) and Green sections (far
right) make up “B” Flight and are again flying as
section vics in echelon, but this time to the right. The

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Squadron leader flies as Red 1, with Blue 1 being the leader of “B” Flight. If more than twelve aircraft were flying they would
normally operate as another section - White section, and could be attached to one of the other two flights, again most probably
operating in the standard vic. Note that it was fairly common for section identifiers to change from unit to unit and from nationality
to nationality, the above is presented simply as an example from the RAF during 1940.

Orthodox and established, the RAF found that the inherent inflexibility of the vic was soon exposed in clashes over Norway, again
during the fierce actions over Belgium and the Fall of France and finally during the rigours of the Battle of Britain. All these combats
were flown against a foe who was experienced and trained in the use of the pair and it’s various higher level groupings and more
flexible combinations. Consequently, those allied pilots who were lucky enough to survive those fearsome combats of that long
summer began to trial the pair for themselves. By the autumn of 1940 some RAF flight and squadron leaders were using the pair in
action – but only after a fashion, after all, the sprogs that were being rushed through the training units were still being trained in
the three section philosophy, and the cauldron of the battleground is a hard place to introduce something new.
But by the summer of 1941 the RAF had changed its posture to conduct more aggressive operations over the skies of enemy
occupied France and by now the majority of UK based units were adopting the pair and the four aircraft section. By 1942 most
nations viewed the vic and the three aircraft section itself, as an undesirable formation and organisational unit as far as fighters
were concerned. By now RAF tactical development was being instigated by seasoned battle leaders such as Adolf “Sailor” Malan,
Bob Stanford-Tuck and Douglas Bader. In place of the three aircraft sectional formations, RAF sections became four aircraft sections
made up of groupings of pairs. This brought the British in line with American thinking, where the tactical view on the pair was also
taking shape. The new formations were well received by pilots on the front line, who appreciated the co-operation that came with
true pairs. Combine this with the quality of new aircraft like the Spitfire MkV and the RAF could justly believe it was fighting its
enemy on equal terms.

At this time in Europe the general trend was towards larger and larger air battles.
The three squadron ‘wing’ formations of thirty six aircraft that were employed by
the RAF on their Circus, Rodeo and Rhubarb forays over France, as well as that
smaller group of airmen who were desperately engaged in the defence of the
island fortress of Malta, were all deploying squadrons as three sections each of
four aircraft. In Egypt, the Desert Air Force acted likewise, but there was some
difference in application between theatres, and even between squadron
commanders. Over Europe for instance, Sailor Malan expounded the line astern
view, where each section of four fighters flew in line astern with the section leader
in front, his wingman in second place, the leader of the second pair in third place
and his wingman bringing up the rear. Visibility was good, and the formation
proved flexible and popular with pilots.

Other leaders favoured a line abreast deployment, where the leader was
positioned on the end of a four with his wingman to his immediate right (or left),
the leader of the second pair flying third in the row, and his wingman again on the
far end. In time, the leaders moved towards the middle, the individual positions
became a little more staggered and the formations evolved into the finger four.

By now larger and larger formations of fighters

were being deployed whenever possible, with
flights and squadrons stepped up through the
various altitude bands. RAF narratives discuss
the crucial importance of altitude for these
formations. The actions in support of
Operation Jubilee (the Dieppe raid) are a good
example of this. Pilot accounts tell of the early
actions taking place at 2,000 feet, but with the
entry into the action of each new formation
the combat zone got higher and higher until
high level combats at over 20,000 feet
provided the crowning effort of the days
fighting.

In contrast, the German Luftwaffe entered the

Second World War having already realised that
the pair and the four aircraft schwarm was the
formation of choice. The schwarm really
consists of two pairs operating in mutual
support. The diagram below shows a loose
variant of this formation that is acceptable in
BTH.

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Flying at the head of the formation, Aircraft 1 is the leader, or the “Schwarmfuhrer”, with his wingman flying as number 2 slightly
behind on his left. Aircraft 3 is the leader of the second pair, or “Rotte”, hence his title of “Rottenfuhrer”. Aircraft 4 flies as
wingman, or “Rottenmann” to Aircraft 3. Once combat begins the four can easily break up into two pairs each of a leader and a
wingman. This gives the Schwarm a significant tactical advantage over the vic, which RAF experience had shown became a near
impossible formation to maintain during combat.

Although not obvious from the diagram, another major advantage enjoyed by the
schwarm was that it offered improved visibility and, as it was a generally looser
formation to the vic, meant that pilots could focus more on observation and not
simply on maintaining their position relative to the leader. Aircraft in this schwarm
were also more able to operate with cohesion even when their altitudes were
staggered to improve visibility even further. Given the wide range bands in BTH
though, all aircraft are considered to be operating in the same altitude band.

The schwarm stood the test of combat well, and survived right through to the end of
the war and beyond. As the war progressed, more and more nations adopted variants
of it – the closest being the Finger Four. Most larger German formations were some

variant of the schwarm, usually echeloned

upwards. Typical staffel formations would
often consist of the staffel schwarm flying in
front, with the remaining schwarm stacked
behind, and where a whole Gruppe of
fighters were involved the staffeln
themselves would often be ‘stacked’ through
the altitude bands to present a fearsome
fighting force.

The Italian Air Force entered the war with

good pilots flying outdated machines. The
Italians trained pilots with a higher emphasis on manoeuvres than was seen in other nations, thus in BTH regular Italian pilots are
able to perform some manoeuvres that similar graded pilots of other nations are unable to achieve. The Italians, generally flying vic
formations in manoeuvrable yet poorly armed fighters during the early war period, saw action against the French Armee de L’air in
battles around the Alps in June 1940. In East Africa Italian fighters gave a credible performance against outdated RAF Hawker
biplanes but fared less well when pitted against the more advanced monoplane fighters. A body of Italian airmen assigned to
support the Germans during the Battle of Britain did little to improve the perception of the Italian flying arm, despite bombing the
port of Harwich, and here, as in the desert and over Malta the Italians were constantly overshadowed by the Luftwaffe units they
operated alongside.

In the North African campaigns tactical air support was focussed on ground attack, with the Italians, the RAF Desert Air Force and
the Luftwaffe all employing aircraft in this role but during a poor ground campaign in Libya 1941 much Italian hardware was lost to
advancing British troops. Actions during this period were typically low level encounters (below 10,000feet) and machines and
ground crews were stretched to their limits just keeping squadrons operational. Squadron versus squadron clashes at this time
were unusual, with most combats taking the form of flights and section encounters. When Operation Torch brought US fighter
squadrons into the theatre, the Italians, Germans and Vichy French units were unable to prevent the allies gaining air superiority.
Technical advances in Italian aviation delivered some fine fighters, most especially the Folgore, but when Marshal Badoglio
surrendered in 1943 the Italian Air Force was effectively knocked out of the war.

Curiously, the Russians, along with the Italians,

whose airmen also fought in the Spanish Civil War,
did not adapt from their experiences in Spain and
stayed with the three aircraft section for much
longer than their experiences in Spain might
suggest. Flying aircraft that were technically inferior
to those they encountered in the early days of
Hitler’s invasion of Russia, and failing even to learn
the few lessons that fighting the Finns in the Winter
War may have offered, the early dogfights were
one sided. Outdated Soviet tactics were of little
help. At the outbreak of the war, Russian fighter
pilots were trained to operate in three man sections, termed ‘zveno’. At this stage of the war these sections typically adopted the
vic, line abreast and echelon formations. After the initial heavy losses of 1941, the Russian Air Force re-organised in 1942 and
began to adopt new tactics. A move to a ten aircraft squadron from mid 1942 enabled the Russians to fly the ‘para-zveno’
formation, in which two four aircraft ‘zveno’ combined with a two man pair (the ‘para’) as lead element. For larger formations,

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Russian fighters often flew in ‘gruppa’, whereby a series of four aircraft ‘zveno’ would fly in finger four, with each ‘zveno’ flying
behind and above the one in front, similar to the stacked staffel formations in use by the Germans. By 1943, after further
reorganisation and when even larger numbers of fighters flew together (for instance an air regiment of thirty six aircraft in three
groups of twelve) each group of three ‘zveno’ would fly in echelon, with successive squadrons staggered upwards in a formation
known as ‘etazherka’ (three tiered stepladder), in which the top level group were assigned a top cover role. In all these formations
the Russians were also hampered by poor communication technology which meant that pilots often still relied on visual clues from
their leaders which in turn compelled formations to remain in close company. Additionally the Russian Air Force and Naval Air
Fleets were not spared the horrors of Stalin’s purges, and like the other arms it took until late 1943 for experienced, good quality
tacticians to emerge. This did not prevent them developing aggressive tactics, as will shall see.

As in the Desert, fighting in support of ground units was a much more widespread phenomenon on the Eastern Front and
consequently the general altitude at which action took place was generally much lower than was seen over France at this time.
Dogfights over the steppes and plains of Ukraine often took place at altitudes of 5,000 feet and below. This often worked in favour
of the Russian fighters, many of which were no match for their German opponents at higher altitudes but whose ruggedness
enabled them to give them a stiff fight at lower levels.

As on the ground, the air fighting in the East took on a desperation that, whilst sometimes matched in the Pacific, was hardly
matched over other parts of occupied Europe. The Soviets threw everything they could into the defence of Mother Russia. Women
flew alongside men, and Stalin was not slow to decorate pilots whose heroic acts served as an example to others. As the fighting
became increasing desperate, both Guards units and standard squadrons often included a mix of aircraft types, from home grown
Yak, Polikarpov and MiG fighters through to lend lease Hurricanes, Spitfires, Warhawks and Airacobras, to name but a few. Surely
no other air force of the time can match the Russians for sheer variation in active models, often even mixed within squadrons.
Perhaps because these formations could be (and were) mixed, the Russians were also happy to adopt swarming tactics, in which
German aircraft would be attacked in a ‘pell mell’ fashion much like a swarm of bees might attack a panicky child.

The Russians also gained a reputation for carrying out ramming attacks. Termed ‘tarans’. Such tactics were used on the Russian
front with much greater frequency than was the case in the west – or even in the Pacific. It is claimed that over 500 German aircraft
were destroyed through the use of this tactic. Tarans of course should not be confused with Kamikaze; the technique was not
merely a last act of a desperate foe, but was rather an angled ramming attack designed to inflict irrecoverable damage to the
enemy whilst merely denting your own paintwork. Aside from being bold beyond belief, such attacks were hard to master and
dangerous in the extreme. It was a method the increasing desperate Luftwaffe too was to employ against high flying USAAF
bomber formations late in the war.

The desperation paid off for the Russians, but all along the Eastern Front the terrible winters hampered the invaders ability to
launch offensive operations. During the Battle for Moscow, the Russians were able to operate from more established and
sometimes hard surfaced airfields with improved supply, whilst their German counterparts struggled to operate from makeshift,
mud caked and frozen airfields with, at best, a fragile supply line. Thus during the crucial period of the war in the East, the Russians
were able to achieve local air superiority. As the war progressed in the East, the much praised Shturmovik became Russia’s
favoured ground attack weapon, and many fighter sorties were flown as escort to these attacks.

Through all this the Germans held firm to their tried and tested tactics and many a Luftwaffe pilot gained ace status during the war
in the fight against the Soviets. Many of these men were later relocated to the Western Front where the combated the vast
formations of US bombers as part of the Defence of the Reich.

Pre war American doctrine placed a similar emphasis on the three

aircraft formation. The critical nature of formation flying was
underlined most dramatically by Clair Chennault, the man who
would lead the famed American Volunteer Group (the Flying
Tigers), who, according to one source, connected three aircraft
together with cable to ensure they stayed in tight formation! This
was surely an extreme, but by the time the USAAF entered the war
in 1941 American fighter doctrine, influence by reports of the air
fighting in Europe and by Chennault’s own experiences fighting
against the Japanese in China, was being built around the pair and
the four.

In the pair, the leader concentrates on the attack whilst the

wingman is tasked with keeping an eye out and protecting his
leader’s tail. These tactics reached their pinnacle in the mass
th
fighter escorts conducted by the 8 Air Force operating over
occupied Europe from 1943 onwards. Typically, the four flights of a
sixteen aircraft USAAF squadron would fly in two flights of eight,
with the second group typically about 300 yards behind the lead section and about a thousand feet higher. Often the flights would
fly in finger four formations similar to those adopted by the RAF and the grouped schwarm of the Luftwaffe, although echelon or
line astern was also used.

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In the Pacific theatre the famed Japanese Zero fighter dominated the early clashes. Flown by airmen with a reputation for
aggression and skill, many of whom had experience of fighting in China during the 1930’s, the agile and now world famous
Mitsubishi could not be matched for manoeuvrability – certainly at first. Without the extra weight of armour or complicated
mechanics and with no cumbersome radio apparatus the Zero could out turn well trained allied pilots in good aircraft. But this high
manoeuvrability came at a price and for the Zero this was paid for by a very low robustness. Zeros, without self sealing fuel tanks,
would often explode or burn when hit, dooming the warrior inside to an unfortunate end.

The Japanese learned the benefits of looser formations in China and in the Pacific, although they
had not opted for the pair as their tactical unit. The three aircraft shōtai formation offered much
greater tactical flexibility than other standard three aircraft formations and this grouping was
adopted as standard by Army and Air Force fighter pilots. The characteristics of their aircraft of
course helped drive this behaviour. Lack of onboard communication equipment meant that
formations needed to be close enough to act on visual cues, whilst the manoeuvrability of the Zero
in particular favoured aggressive manoeuvring in a turning dogfight. Japanese pilots were happy to
split out from the three into individual attacks, the disintegration of the formation being
something about which they were quite comfortable. Consequently the Japanese never felt the
same pressure to adopt the pair until late in 1943 when less experienced pilots began to need the
greater coordination offered by the pair and it’s higher level groupings. By 1944 the ‘hentai’ (pair)
and ‘kutai’ (four aircraft) formations were being flown as standard formations by the IJN.

The Pacific theatre of operations was a hotbed of tactical development. US Navy pilots,
highly trained even before the war in deflection firing with an enthusiasm that almost
borders on a fetish, began to operate as pairs and fours much earlier than their counterparts
in Europe. In part this was driven by the problems of coping with the Zero fighter, whereby
tactical developments had to be made quickly and were easily promulgated from one
shipboard squadron to another. Given the situation it is hardly surprising that US flight
commanders became early adopters of new ideas. The idea of the pair was received with
minimal obstruction, and built into the standard USN formations of the loose pair and the A-
B-C formation of stepped pairs flying in formation.

By adopting these formations the American fliers were able to organise their tactics
creatively. To avoid turning fights with the Zero the Americans practiced a range of overhead
attacks and when Lt Commander John Thach famously used matchsticks to develop the
concept of mutual defence in the Thach Weave (or ‘beam defense manoeuvre’ as he termed
it), he gave the aviator a military tactic that survives to the present day.

The American victory at Midway inflicted a defeat on the IJN that cost the Japanese dear and
although much of their pilot crop was salvaged quite literally from the wreckage of a fine air
armada, the mauling they received was the turning point for strategic initiative in the
theatre. From that point on the allies, flying somewhat more robust but initially rather less
attractive carrier aircraft, slowly began to develop the upper hand. Fierce fighting at
Guadalcanal cost both sides dear, but it was the Japanese who were finding themselves in a
worsening situation, and after 1943 their ability to push trained pilots through to combat
squadrons could not match the attrition that allied superiority was creating at the front.
Consequently front line pilot quality began to diminish. Conversely, the US went from
strength to strength. In 1942 the US Bureau of Aeronautics actually lengthened air training, a
luxury the Japanese could never have even considered. This ensured a controlled supply of
experienced pilots to front line units, many of whom had been trained by combat veterans
rotated into a training role. By the end of the war pilots making their way to US
fighter squadrons had almost two years of selection and training, a base from
which the USAAF were able to create a cadre of aces that would fight again in the
skies over Korea some years later. In hardware too the Americans took an
unassailable lead, and with aircraft like the Hellcat and Corsair the US pilots
proved more than a match for their now markedly outclassed opponents. By the
time of the marvellously dubbed ‘Great Marianas Turkey Shoot’ during the battle
of the Philippine Sea in June 1944 the gulf had become so great that the future
victory of the US was never in doubt.

The emergence of the Fighter Bomber

Whilst fighter versus fighter actions are at the heart of Bag The Hun a great deal of the new approaches introduced in this second
edition revolve around bombers and the raised emphasis on ground attack. This enables scenarios to be broadened considerably in
their scope and for the overall gaming experience to be enhanced through these new tactical situations – and the use of new toys!

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Alongside the evolution of fighters and fighter tactics, the role played by ground attack aircraft grew in importance during the war.
The success of the German Blitzkrieg and the role of the Stuka in delivering pinpoint air attacks in support of ground operations
forged the importance of ground attack in air force doctrine. In time all major powers would evolve tactics and develop specialist
aircraft in this role, and it is expected that these scenarios will take their place on the BTH tabletop alongside the classic fighter
clash. Panzer battalions spearheading the drive through Russia in 1941 would be accompanied by Luftwaffe forward air controllers
whose role it was to bring in air strikes against obstinate defenders. Proportionately, the number of aircraft employed in this role
grew rapidly. For example, in 1941 a lowly 4.5% of the Russian Air Force was made up of aircraft with a ground attack responsibility.
By January 1945 this figure had topped 30%. Tactically too the employment of these aircraft differed from nation to nation. The
Germans developed the Stuka within its Kampfflieger (bomber) programme, and drew upon its fighters operating in a fighter
bomber role of other forms of ground attack. Fighter bombers showed considerable firepower, but when fighters were equipped
with bomb or rockets their operational radius declined markedly, their ability to operate at altitude reduced and, of greatest
importance to games of BTH in which combat is joined, their manoeuvrability reduced also.

Development of the Russian’s premier ground attack tactics, built around the famed Illuyshin Il-2 Shturmovik, evolved somewhat
differently to the German experience. When initially deployed in 1941 the attacking Shturmoviks adopted a wide vee formation,
typically of five or six aircraft, attacking almost in line abreast. The idea was that the Shturmovik’s would focus on ground attack
whilst a fighter escort, flying higher, protected them from enemy fighters. In practice however the Russian fighter screen was less
than effective, and as a consequence the Shturmoviks suffered terribly high casualties. Gradually the Russians opted for a higher
formation, circling in the style of a Lufbery defensive ring (termed by them the ‘zamknoti krug’ or ‘wagon wheel’), from which they
would peel down to attack their targets, a formation which gained the nickname the circle of death. Later again, these tactics
evolved to mutually supporting pairs.

By late summer 1944 American Thunderbolts and British Typhoons turned the roads and supply line of Normandy into death traps
for any German unit crazy enough to attempt to move during daylight. By this date fighter bombers were by far the most
numerous element within the Allies’ air arsenal, with the American 9th Air Force and the RAF 2nd Tactical Air Force both having
around 50% of their operational strength assigned in this capacity. In North West Europe the Allies mastered the practice of ‘cab
ranking’ their fighter bombers whereby flights of fighter bombers would be stacked up over a battlefield to which they could be
deployed to the attack in a matter of minutes. Operations of squadron strength were common – with nine to twelve aircraft being
the most common strengths. When flying dedicated close support missions, the RAF favoured flights of six to eight aircraft whilst
the USAAF opted for the smaller four aircraft flight. Allied fighter bomber formations usually flew at about 7,500feet, above the
heaviest flak, but for ground attack to be effective, visibility had to be good (better than 2,000yrds) and the cloud ceiling had to be
5,000feet or above for bombs and 3,000 feet for strafing.

The Bomber
Bomber formations are created around two simple requirements – accuracy
and protection. The ability to fly in close formation improves the tightness of
the bombing pattern (for level bombers at any rate), and maximises defensive
firepower. Bomber formations exist to deliver ordnance on target, but must be
constructed in such a way that maximises the defensive capabilities of the
formations air gunners. The basic formations of line abreast, echelon and line
astern all serve this need and can all be adopted by bomber formations of any
nationality. The basic permutations of these few formations are almost without
limit. Most nations organised their bomber units into sections of three, and this
organisation survived, more or less unchallenged, throughout the war. USAAF B-
17’s were organised into sections of three, USN dive bombers in the pacific,
Italians in the Mediterranean and Russian bombers over the Eastern Front all
adopted variants of the three aircraft formation.

The Luftwaffe also adopted this standard. Classic Luftwaffe bomber

organisation was the three aircraft Kette, three of which combined
to form a typical nine aircraft Staffel. On large raids, such as those
made against Warsaw and UK cities, more than one Staffel would fly
together in Gruppe formation.

Luftwaffe bombers principally operated in a tactical capacity - and

this is especially true of the Stukageschwader – the dive bombers.
The standard kette deployment was a vee formation, with
progressive Ketten stacked, normally in line astern in a formation
termed Staffelkolonne. Other common formations included the
Staffelwinkel and the Staffelkeil formation, and when more than
one Staffel flew in formation if would not be uncommon for each to

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adopt a different formation. For instance in a Gruppe of three staffeln the lead Staffel may be in Staffelwinkel whilst the following
two staffeln may fly side by side in Staffelkolonne, giving the overall formation a ‘wedge’ shape when viewed from the ground.
Echelon formations were also used, depending on the target and numbers of aircraft involved. Any of these would be acceptable
level bombing formations in Bag the Hun. In each of these formations the lead bombardier flies in the lead aircraft in the formation.
Other scenario specific formations may be permitted (for instance at Pearl Harbour the IJN adopted a five aircraft vee to allow for
the cramped airspace over the target. Japanese bombers may also fly in the shotai formation.

In general, broad formations or deep formations work well when attacking large
targets, but for smaller or even moving targets a linear line astern philosophy was
often adopted. Dive bombing tactics especially favour the adoption of an extended
echelon deployment, possibly with all squadron aircraft deployed in one long
echelon. Other adaptations used by the Germans included the adoption of
Staffelkeil or Staffelkolonne formation until close to the target point, and then close
up to an echelon formation prior to attack, with the leader taking position on the
end of the string. In contrast, US Navy dive bombers adopted a formation very
similar to the Luftwaffe’s Staffelkeil formation.

Line astern formations also work well for dive bombing, as individual aircraft can
dive through the same tip-over point. Japanese Val Dive bombers (kanbaku) would
typically approach multiples of three deployed in vic or echelon, and then attack in
line astern, each pushing over into its dive when it reached the point at which the
aircraft in front had done the same. Later in the war a broader deployment was used
to avoid intense flak that often bracketed the pushover position for line astern attacks. By comparison, typical USN dive bomber
tactics consisted of an attack of eighteen aircraft, deployed in three divisions of six aircraft each (each of which again broke down
into two groups of three). Typical formation for this approach was the vee, with the tip over into the dive being performed by
section.

At sea, the Second World War saw the Torpedo bomber

come of age. This attack method had been the focus of
much peace time tactical development. Slow and often
otherwise poorly armed, torpedo bombers look an unlikely
predator, but their efficiency soon gained many of them a
fearsome reputation. Once their target was spotted,
torpedo bombers often attacked in a line abreast
formation, with a carefully selected angle of attack. Pincer
movements on ships reduce the ability of the target to turn
end on to the run to reduce the probability of a hit. Tactical
doctrine of the time stated that the chances of a successful
strike were maximised if the target could be attacked from
two or more directions at once – the termed the “Goldene
Zange” (Golden Comb) attack by the Luftwaffe - leaving the target with nowhere to run. But it was a dangerous job. The slow
speeds of torpedo bombers and the low altitude required to drop their ordnance meant that they were vulnerable to both fighter
attack and large amounts of flak. Losses were high, and with warships carrying more and more anti-aircraft capability as the war
progressed the life expectancy of torpedo bomber crews was not enviable. Tragic as it may seem, this bravery was not matched by
the technical performance of the torpedo, many of which failed to detonate.

But losses could be minimised if the growing volume of enemy flak

could be neutralised. This could be achieved more readily against
smaller, less heavily defended vessels, than it could against carrier
battle groups. Flak suppression became a speciality role in itself.
The objective of flak suppression is to significantly reduce the
effectiveness of antiaircraft artillery and light guns. The classic
embodiment of this strategy can be seen in the combined
Beaufighter and Mosquito equipped Strike Wings of RAF Coastal
Command who, with great success, used a system of attack on
enemy convoys off the Norwegian and Dutch coats that allowed
cannon and rocket equipped aircraft to perform a flak suppressant
role whilst torpedo equipped aircraft delivered the coup-de-grace.
Other, similar forms of attack were also developed in other
theatres.

Allied Level bombing tactics evolved as the war progressed. Pre war
thinking, certainly in the RAF, had been that “the bomber will
always get through”, but bombers remained susceptible to well
crafted fighter attacks. All combatants realised that unescorted

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bomber formations could expect to receive a mauling at the hands of enemy fighters and as the allies took their offensive to the
continent in the form of long range raids into Nazi Germany this fact was well known, and feared. RAF bomber command soon
th
realised that bombing needed to take place at night to protect the large aircraft from their smaller antagonists. The arrival of the 8
USAAF in England brought massed bomber formations to the skies over Germany, and the phenomenon of the legendary daylight
raids began, at first with only limited escorts due to range limitations of the Spitfire, which at the commencement of the strategy,
was the most suitable fighter available.

The threat of these large assaults forced the Germans to concentrate much of their fighter strength in combating these raids, losing
air superiority over the Eastern Front in the process. With large numbers of fighters deployed, German fighter resistance was
effective, and bomber leaders began to develop combat formations that maximised the protective capabilities of the bombers – by
creating a formation that allowed maximum fields of fire for their many turreted gun positions. Thus was born the Combat Box, a
staggered formation designed to maximise the effectiveness of the air gunner.

Escort tactics consisted of fighter formations flying to

protect the bombers. Approaches varied, but one
common deployment was to have fighters deployed in
front and behind the bombers at a higher altitude, as well
as groups of fighters to the side. To keep pace with the
bombers whilst maintaining their own higher airspeed
fighters would criss-cross the sky keeping their eyes out
for any approaching danger from a position of altitude.
The front formation of escorts had a key role to play in
the break up of head on attacks. Different fighters were
best suited to different roles. In the Pacific, P-40s kept
close station to the bombers whilst F6F Hellcats and F4U
Corsairs flew above and below. In Europe, the excellent
high altitude, range and handling of P-51 Mustangs meant
they were well suited to escort roles. Later in the war the
Luftwaffe, for their part, opted to use armoured FW190’s
deployed in mass “Sturmgruppen” against the bomber
“Wir greifen von vorne an, schnauze auf schnauze!”
formations whilst Me109 (normally G variants) tussled
We attack from front on, snout to snout!
with fighter escorts). In practice though, such luxuries of Assaulting the combat box, 1943.
distinct duties was hard to maintain in desperate straits.

Attacking bombers in formation requires careful planning. The gamer who simply stumbles into an attack on an enemy formation
will soon find his fun is ended. Inexperienced pilots often tend to attack bombers from the tail. This is a dangerous option
considering the low closing speeds places the fighter in a position where he is likely to be exposed to the most concentrated
defensive fire. Co-ordinating attacks can split defensive fire, whilst attacks from above or below can also be safer options. Early in
the war however fighter pilots had realised that one of the weakest spots in a bomber formation was the front. A head on pass
gave the fighters a good shot at the aircraft from an aspect that was poorly covered by the bombers own defensive guns. Key hits
on engines and crew could also be achieved from this
angle, and even the prospect of a fast head on pass was
enough to break some bomber formations, even though
the maximum burst of gunfire the fighter was likely to be
able to put out was just two seconds. Consider also that
this attack angle provides the most likely chance of taking
out the leader of the formation, then its attractions
become obvious.

But if head to head passes against were not challenging

enough in their own right, close encounters with the
combat box were an extremely risky business, and so
German fighter tactics evolved again. Realising that the
closed up formation was hard to damage, the Germans
developed techniques and attacks that broke the box.
Obtaining a ‘herausschuss, (forcing a bomber out of
formation), became a key objective for the German
fighter pilots.

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If the approaching fighters could be intercepted before a head on pass was initiated then the
escort had done its job. Consequently, defensive escort tactics had to be amended so that fighters
could protect isolated bombers against the ‘finishing off’ attack that the Germans aimed to
achieve. Simultaneously, and to enable them to avoid the barrage of fire that came with getting to close to the
combat box, the attacking fighters were developed to become faster and faster and started to carry a range of large calibre
weapons designed to be fired from longer range and take out a bomber with one hit. Thus it was that the jet fighter and the air-to-
air rocket was born.

Jets required a completely different mindset, and the early pioneers of this form of warfare battled
with some highly dangerous and often fragile rocket systems to push back the boundaries of aerial
combat. Germany, who pushed these weapons into service during the desperate days of the last
defence of the Reich, formed elite units staffed by the cream of their fighter pilot crop to stem the
tide of high altitude attack. The phenomenal speeds and altitude capabilities of these new weapons
were like nothing ever seen before. Climbing rapidly, the jets could use their high speed to deliver a
lightning attack with heavy weapons, limiting their runs to no more than two passes. Escorting fighters stood no chance in a chase,
and had to rely on lucky deflection shots at best. As attack tools they were fearsome, and had they been deployed against the
backdrop of a more favourable strategic position, they may well have had an even greater and memorable impact on the course
and nature of the war. However, time for the Axis powers was running out and by the time of their introduction the Allies had
gained air superiority over the thinly stretched Axis air forces in all combat theatres. Allied fighters roamed the skies with ever
aggressive intent, flying sortie after sortie aimed at exploiting weak spots in the new weapons, attacking jets on their return to base
when they were at low speed and close to the ground on their final approach to their home airfield.

But in the end neither the jet nor the introduction of Hitler’s reprisal weapons such as the V1 and V2 were enough to save the Nazis
from defeat. On the ground allied armies advanced safe under an umbrella of air support that the Germans could not counter. The
once mighty Luftwaffe was a beaten force. In the Far East, just a few months later, Imperial Japan, which itself had used air power
so dramatically and with ruthless efficiency to open hostilities at the end of 1941, was finally brought to its knees by the ultimate
US bombing raid. The Second World War was over, leaving a legacy of aerial engagements that tell an important chapter in the
story of aerial combat, and which provides a great many gaming options over and above the simple dogfight.

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 AIRCRAFT DATA TABLES
KEY
MAN rating underlined denotes improved rate of roll
* Against ALT or MAN = counts as better when compared with an aircraft with the same basic factor
* Against the ROB rating = increased chance of catching fire when hit.

AMMO LIMIT
FRONT

RIGHT

REAR
MAN

LEFT
ROB
ROC
SPD

ALT
MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES

Aichi D3A1 VAL Japan 5 4 6 2 1 2 2 0 0 1 12

Amiot 143M France 4 2 5 1 4 5 1 1 1 1 N/A
Arado AR 196A-5 Germany 4 3 5 2 3 3 5 0 0 1 12
Arado AR234 BLITZ Germany 9 2 6 2 3 5 0 0 0 0 N/A Some had 2 x 20mm rear cannon
(FF4)
A/Whitworth ALBEMARLE GB 5 2 4 1 4 5 0 4 4 4 N/A
A/Whitworth WHITNEY MkV GB 3 1 5 1 5 5 1 0 0 4 N/A
Avro ANSON MkI GB 4 2 5 1 3 4 1 1 1 1 12
Avro LANCASTER GB 5 1 5 1 6 6 4 2 2 6 N/A
BA349 NATTER Germany 12 1 6* 3 1* 1 0 0 0 0 N/A 24 rockets. Can only climb for first
three turns after launch (ascent
must be straight) then must
descend one Alt Band every two
turns minimum. Can't land. Pilot
must bail out.
Bell P-39C AIRACOBRA USA 7 4 5 2 1 1 8 0 0 0 15
Bell P-39D AIRACOBRA USA 7 4 5 2 1 1 10 0 0 0 15
Bell P-39N AIRACOBRA Russia 8 4 6 2 2 1 12 0 0 0 15
Bell P-400 AIRACOBRA USA 7 4 4 2 1 1 10 0 0 0 15
Bell P-63 KINGCOBRA Russia 7 4 6 2 2 1 13 0 0 0 15
Blackburn ROC GB 4 4 4 1 2 2 0 4 4 4 N/A
Blackburn SKUA GB 5 4 5 1 2 2 4 0 0 1 12
Bloch MB-152 France 6 4 6 2 2 1 6 0 0 0 12 When firing at ALT 4 and above roll
additional d6 when firing. Guns will
jam on a roll of 1 or 2.
Bloch MB-200B.4 France 4 3 5 1 3 5 1 0 0 1 12
Blohm & Voss BV138 Germany 3 1 4 1 3 5 3 0 0 1 N/A
B-17D FLYING FORTRESS USA 5 1 6 1 6 6 4 6 6 4 N/A
B-17E/F FLYING FORTRESS USA 5 1 6 1 6 6 4 6 6 8 N/A
B-17G FLYING FORTRESS USA 6 1 6 1 6 6 6 6 6 8 N/A
B-29 SUPERFORTRESS USA 6 1 6 1 6 7 6 8 8 10 N/A
Boulton Paul DEFIANT GB 6 3 6 2 2 2 0 4 4 4 N/A
Breda BA65 Italy 5 3 4 1 2 3 6 0 0 0 12
Breguet 690 France 6 3 4 1 3 3 5 0 0 1 12
Brewster B-239 BUFFALO Finland 6 6 5 2 1 1 7 0 0 0 15
Brewster B-339 C BUFFALO N’lands 7 5 6 2 1 1 6 0 0 0 12
Brewster B-339 E BUFFALO UK 6 5 5 2 2 1 8 0 0 0 14
 AMMO LIMIT
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SPD

ALT
MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES
Brewster B-339 E BUFFALO UK 6 5 6 2 1 1 6 0 0 0 12 Lightened version

Brewster F2A-2 BUFFALO USA 7 5 6 2 1 1 8 0 0 0 14

Brewster F2A-3 BUFFALO USA 6 5 6 2 1 1 8 0 0 0 14
Bristol BEAUFIGHTER MkVI GB 7 3 4 2 3 3 14 0 0 1 12 With wing guns fitted.

Bristol BEAUFIGHTER MkX GB 7 3 4 2 3 3 10 0 0 1 12 No wing guns. 8 x rockets or 1 x

Torpedo
Bristol BEAUFORT GB 5 3 4 2 3 3 1 0 0 1 12
Bristol BLENHEIM Mk I GB 6 3 5 1 3* 3 1 1 1 1 12
Bristol BLENHEIM Mk IF GB 6 3 5 1 3 3 5 1 1 1 12
Bristol BLENHEIM Mk IV GB 6 3 5 1 4 3 1 1 1 1 12
Bristol BLENHEIM Mk IVf GB 6 3 5 1 4 3 5 1 1 1 12
Bristol BULLDOG II GB 3 3 5 1 2 3 2 0 0 0 15
Cant Z-1007 ALCIONE Italy 5 2 5 1 4 4 0 1 1 2 N/A
Cant Z-501 Italy 3 2 5 1 4 5 1 0 0 2 N/A
Cant Z-506B AIRONE Italy 5 2 5 1 3 5 0 1 1 2 N/A
Caproni Ca-133 Italy 3 2 4 1 4* 4 0 1 1 1 N/A
Caproni Ca-148 Italy 3 2 4 1 4 4 0 0 0 0 N/A
Caproni Ca-310 Italy 4 2 5 1 3 4 2 1 1 1 N/A
Commonwealth BOOMERANG Australia 6 5 6 2 2 1 8 0 0 0 14
Consolidated B-24J LIBERATOR USA 5 1 5 1 6* 6 5 6 6 8 N/A
Consolidated PBY CATALINA USA 3 1 4 1 4 5 2 1 1 1 N/A
Curtiss P40 TOMAHAWK I USA 7 5 6 2 1 1 4 0 0 0 12
Curtiss P40C TOMAHAWK USA 7 5 6 2 2* 1 8 0 0 0 16
Curtiss P40D KITTYHAWK USA 7 5 6 2 2 1 8 0 0 0 16
Curtiss P40E KITTYHAWK USA 7 5 6 2 2 1 12 0 0 0 16
Curtiss P40N-1 KITTYHAWK USA 8 5 6 2 2 1 8 0 0 0 16
Curtiss P40N-5 KITTYHAWK USA 7 5 6 2 2 1 12 0 0 0 16
Curtiss SB2C-1 HELLDIVER USA 5 4 5 2 3 2 8 2 2 2 18 Also available as cannon armed
version (FF of 5 with ammo limit 12)
DeHavilland DH82 GB 2 3 4 2 2 3 0 0 0 0 N/A
DeHavilland MOSQUITO F MkII GB 7 5 5 2 3 3 14 0 0 0 16
DeHavilland MOSQUITO FB V1 GB 8 5 5 2 3 3 14 0 0 0 16
DeHavilland MOSQUITO Tsetse GB 7 4 5 2 3 3 8 0 0 0 8 Rolls with +5 on damage table if hits

DeHavilland MOSQUITO PRXVI GB 8 5 6 2 3 3 0 0 0 0 N/A Photo Reconnaissance Version

Dewoitine 510 France 4 4 5 2 2 1 4 0 0 0 12

Dewoitine 520 France 7 5 6 2 1 1 7 0 0 0 12
Dornier Do17-E Germany 5 1 6 1 4 4 1 2 0 0 N/A
Dornier Do17-P Germany 5 1 6 1 4 4 1 2 0 0 N/A
Dornier Do215 Germany 6 1 6 1 4 4 2 2 1 1 N/A
Douglas A-20G USA 5 2 5 1 3 4 12 4 4 4 16
BOSTON/HAVOC
Douglas C-47 DAKOTA USA 4 1 5 1 4 5 0 0 0 0 N/A
Douglas SBD DAUNTLESS USA 5 3 5 2 2 1 1 0 0 1 12 Rear FF = 2 Post 1943
 AMMO LIMIT
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MAN

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SPD

ALT
MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES
Douglas TBD-1 DEVASTATOR USA 4 3 5 1 1 2 1 0 0 1 12
Fairey BARRACUDA MkII GB 4 3 5 1 3 3 0 0 0 1 n/a
Fairey BATTLE GB 4 2 5 1 3* 3 0 0 0 1 n/a
Fairey FIREFLY Mk I GB 6 4 5 2 3 2 10 0 0 0 12
Fairey FULMAR Mk I GB 5 4* 5 1 2 2 8 0 0 1 14
Fairey SWORDFISH GB 2 3 4 2 4 2 1 0 0 1 12
Fiat BR20 Italy 5 3 5 1 3 3 1 0 0 2 12
Fiat CR32 CHIRRI Italy 4 5 5 2 2 1 4 0 0 0 10
Fiat CR42 FALCON Italy 6 4 5 1 2 1 4 0 0 0 10
Fiat G50 FRECCIA Italy 5 5 6 2 1 1 5 0 0 0 12
Fiat G55 CENTAURO Italy 8 6 6 2 2 1 9 0 0 0 12 MAN counts as 6* at ALT 5 and
above. May carry torpedo.
Fiesler STORCH Germany 2 2 4 1 1* 1 0 0 0 1 N/A
Focke Wulf FW190A -1 Germany 8 6* 6 2 1 1 7 0 0 0 14 MAN drops to 6 at ALT3 and below

Focke Wulf FW190A -2 and A3 Germany 8 6* 6 2 1 1 12 0 0 0 12 MAN drops to 6 at ALT3 and below

Focke Wulf FW190A -4 Germany 8 5* 6* 2 1 1 12 0 0 0 12

Focke Wulf FW190A -4/R6 Germany 7 5 6 2 2 1 5 0 0 0 9 Pulk Zerstorer 2 x WGr21

Focke Wulf FW190A -4/U1 Germany 8 5* 6 2 2 1 8 0 0 0 14 2 x 550lb bombs or 4 x 110lb bombs

Focke Wulf FW190A -6 Germany 8 5* 6 2 2 1 16 0 0 0 14

Focke Wulf FW190A -8 Germany 9 6* 6 2 1 1 12 0 0 0 12 MAN drops to 6 at ALT3 and below

Focke Wulf FW190A -9 Germany 8 5* 6 2 2 1 17 0 0 0 12

Focke Wulf FW190A-6/R6 Germany 7 5 6 2 3 1 7 0 0 0 12 Pulk Zerstorer 2 x WGr21

Focke Wulf FW190D Germany 9 6* 6 2 2 1 9 0 0 0 14 MAN drops to 6 at ALT3 and below

Focke Wulf TA152 Germany 9 6* 6 2 2 1 9 0 0 0 14 MAN drops to 5 at ALT3 and below.

SPD increases to 10 at ALT 5 and 6
Focke Wulf 200 CONDOR Germany 4 1 5 1 5 6 2 2 2 2 N/A
Fokker DXXI N’lands 5 4 5 2 1 1 4 0 0 0 12
Fokker G1 N’lands 5 3* 6 1 2 2 8 0 0 1 14
Gloster GLADIATOR GB 5 5 5 2 1 1 4 0 0 0 12
Gloster METEOR GB 10 4 6 2 2 2 10 0 0 0 16
Grumman F4F-3 WILDCAT USA 7 6 6 2 1 1 8 0 0 0 18
Grumman F4F-3A WILDCAT USA 6 6 6 2 1 1 8 0 0 0 18
Grumman F4F-4 WILDCAT USA 6 6 6 2 2 1 12 0 0 0 14
Grumman F6F-5 HELLCAT USA 8 5* 6 2 3 1 12 0 0 0 14
Grumman TBF AVENGER USA 5 3* 5 1 3 3 6 0 0 1 15
Handley Page HALIFAX I GB 5 1 5 1 6 6 2 1 1 4 N/A
Handley Page HAMPDEN GB 5 2 4 1 4 4 2 0 0 2 N/A
Hawker FURY GB 4 4 5 2 1 1 2 0 0 0 12
Hawker HART GB 3 4 5 1 1 1 1 0 0 1 12
Hawker HURRICANE I GB 7 5 6 2 2 1 8 0 0 0 14
Hawker HURRICANE IIC GB 7 5 5 2 3 1 10 0 0 0 11
Hawker HURRICANE IID GB 7 4 6 2 3 1 12 0 0 0 8 40mm Cannon version
 AMMO LIMIT
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SPD

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MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES
Hawker TEMPEST V GB 8 6 6 2 3 1 10 0 0 0 11 Tailing a/c get -1 to stay on tail in
any manoeuvre that involves a gain
in altitude.
Hawker TEMPEST VI GB 9 6 6 2 3 1 10 0 0 0 11 Tailing a/c get -1 to stay on tail in
any manoeuvre that involves a gain
in altitude.
Hawker TYPHOON 1B GB 8 5* 6 2 2 1 10 0 0 0 12 SPD can increase to 9 at ALT3 and
below. MAN also increased to 6 at
ALT 3 and below.
Heinkel He111 Germany 5 1 6 1 5 5 1 1 1 3 N/A
Heinkel He162 (early) Germany 10 3 6* 1 3 1 5 0 0 0 9
Heinkel He162 (late) Germany 10 3 6* 1 3 1 7 0 0 0 8
Heinkel He51 Germany 4 4 5 2 2 3 2 0 0 0 10
Heinkel He59 Germany 3 1 4 1 4 6 1 1 0 0 N/A
Henschel Hs123A Germany 4 4 5 2 2 1 2 0 0 0 10
Henschel Hs129 Germany 5 3 5 1 2 2 10 0 0 0 8 30mm cannon

Henschel Hs129B-3/Wa Germany 4 3 4 1 2 2 12 0 0 0 6 75mm cannon. +5 on damage chart

Horton Ho229 GOTHA Germany 11 2 6* 2 3 2 7 0 0 0 10

Illusyhin IL-10 Russia 6 3 4 1 4 2 8 0 0 2 10
Illusyhin IL-4 Russia 5 2 6 1 4 5 1 2 2 2 N/A
Illusyhin-2 SHTURMOVIK Russia 6 3 4 2 4 3 6 0 0 0 12
Illusyhin-2-37 SHTURMOVIK Russia 5 2 4 2 5 3 10 0 0 1 8 37mm Cannon version

Illusyhin-2M3 SHTURMOVIK Russia 6 3 4 2 4 3 8 0 0 1 16

Junkers Ju-188A Germany 6 2 6 1 4 4 2 2 1 1 N/A
Junkers Ju-188D Germany 6 2 6 1 4 4 2 1 1 2 N/A
Junkers Ju-188E Germany 6 2 6 1 4 4 2 1 1 2 N/A
Junkers Ju-388J Germany 7 4 6 1 4 4 12 0 0 0 18
Junkers Ju-388K (BOMBER) Germany 7 4 6 1 4 4 0 0 0 4 N/A
Junkers Ju-52 Germany 3 1 4 1 4 5 0 1 1 1 N/A
Junkers Ju-87B/D STUKA Germany 6 2 6 1 3 3 2 0 0 1 10
Junkers Ju-87G STUKA Germany 5 2 1 1 3 3 10 0 0 1 8 37mm Cannon version

Junkers Ju-88A-1 Germany 5 3 5 1 4 4 1 0 0 2 N/A

Junkers Ju-88A-4 Germany 6 2 6 1 4 4 1 0 0 2 N/A
Kawanishi H8K1 EMILY Japan 5 1 5 1 6 7 1 1 1 3 N/A
Kawanishi H8K2 EMILY Japan 6 1 5 2 6 7 2 3 3 3 N/A
Kawasaki Ki-32 MARY Japan 5 4 5 1 1 2 1 0 0 1 N/A
Kawasaki Ki-45 NICK Japan 7 4 6 2 3 2 6 0 0 1 12
Kawasaki Ki-61A TONY Japan 7 6 6* 2 1 1 6 0 0 0 12
Kawasaki Ki-61B TONY Japan 7 6 6* 2 1 1 8 0 0 0 14
Kawasaki Ki-61C TONY Japan 7 6 6* 2 2 1 10 0 0 0 14
Kawasaki Ki-61D TONY Japan 7 6 6* 2 2 1 11 0 0 0 16
Kawasaki N1K2-J GEORGE Japan 8 5 6 2 1 2 14 0 0 0 14
Lavochkin LA-5 Russia 7 5 6 2 1 1 5 0 0 0 12 SPD increase to 8 at ALT3 and
below. Some versions upgunned
could be FF=7
 AMMO LIMIT
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SPD

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MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES
Lavochkin LA-7 Russia 8 5 6 2 2 1 7 0 0 0 12
Lavochkin LaGG-3 Russia 6 5 6 2 1 1 5 0 0 0 12 SPD = 7 at ALT3 and below.

Lockheed HUDSON USA 4 2 4 1 4 4 2 2 2 2 N/A

Macchi MC200 SAETTA Italy 6 5 6 2 2 1 4 0 0 0 12
Macchi MC200 SAETTA (late) Italy 6 5 6 2 2 1 6 0 0 0 12
Macchi MC202 FOLGORE Italy 7 5 6* 2 2 1 7 0 0 0 12
Martin B26B MARAUDER USA/GB 6 2 5 1 4 4 10 4 4 6 18
Martin B26G MARAUDER USA/GB 6 2 5 1 4 4 12 4 4 6 20
Martin BALTIMORE GB 5 2 4 1 4 4 4 2 2 2 12
Martin MARYLAND GB 6 2 4 1 3 4 4 1 1 1 12
Meridionali RO37 bis Italy 4 3 5 1 2 1 2 0 0 1 8
Meridionali RO43 Italy 4 3 5 1 1 1 1 0 0 1 12
Messerschmitt 163 KOMET Germany 11 3 6* 2 2* 1 7 0 0 0 9 Jet rules and bonuses apply

Messerschmitt 262A-1A Germany 10 5 6* 2 2 1 14 0 0 0 12 Jet rules and bonuses apply. Use

damage chart modifier for 30mm
cannon
Messerschmitt 262A-1A/U5 Germany 10 5 6 2 2 1 20 0 0 0 10 Jet rules and bonuses apply. Apply
30mm cannon for damage
Me262A-Sturmvogel Germany 10 5 6 2 2 1 8 0 0 0 12 Jet rules and bonuses apply. Apply
30mm cannon for damage
Messerschmitt BF109B Germany 6 5 5 2 1 1 2 0 0 0 12 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109C Germany 6 6 5 2 1 1 4 0 0 0 12 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109E -1 Germany 7 6 6 2 1 1 5 0 0 0 12 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109E -3 Germany 7 6 6 2 1 1 7 0 0 0 12 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109E -4 Emil Germany 7 6* 6 2 1 1 9 0 0 0 12 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109F Germany 7 6* 6* 2 1 1 7 0 0 0 14 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109G-1 Germany 7 6* 6 2 2 1 12 0 0 0 16 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF109G-6 Germany 7 6* 6* 2 2 1 7 0 0 0 16 Tailing a/c get -1 to stay on tail in
dive or Split-S.
Messerschmitt BF110 C Germany 7 4 6 2 3 3 10 0 0 1 14 Lufbery counts as simple
manoeuvre

Messerschmitt BF110G-2/R3 Germany 7 4 6 2 3 3 12 0 0 1 8 Use damage chart modifier for

30mm cannon. Also 4 x Wg21
rockets
Mikoyan MIG 1 (and MIG 3) Russia 7 5 6 2 1 1 4 0 0 0 10 MAN rating reduces to 4 at ALT 1
and 2
Mitsubishi A5M CLAUDE Japan 5 6 6 2 1* 1 2 0 0 0 12 Hineri Komi manoeuvre counts as
tricky manoeuvre
Mitsubishi A6M2 ZERO Japan 7 6* 6 2 1* 1 7 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn
Mitsubishi A6M3 ZERO Japan 7 6* 6 2 1* 1 6 0 0 0 12 Tailing a/c get -1 to stay on tail in
Break Turn
Mitsubishi A6M3a ZERO Japan 7 6* 6 2 1* 1 8 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn
Mitsubishi A6M5 ZERO Japan 7 6* 6 2 1 1 8 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn
 AMMO LIMIT
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MAIN

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NAME USER NOTES AND SPECIFIC RULES
Mitsubishi A6M5a ZERO Japan 7 6* 6 2 1 1 8 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn
Mitsubishi A6M5b ZERO Japan 7 6* 6 2 1 1 9 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn
Mitsubishi A6M5c ZERO Japan 7 6* 6 2 1 1 12 0 0 0 16 Tailing a/c get -1 to stay on tail in
Break Turn
Mitsubishi C5M BABS Japan 6 3 6 1 1 1 0 0 0 1 N/A
Mitsubishi F1M2 PETE Japan 5 6 5 2 1* 2 2 0 0 1 12
Mitsubishi G3M1 NELL Japan 4 2 5 1 2* 5 0 0 0 2 N/A
Mitsubishi G3M3 NELL Japan 5 2 6 1 2 5 0 1 1 2 N/A
Mitsubishi G4M2 BETTY Japan 5 1 5 1 4* 5 4 3 3 4 N/A
Mitsubishi J2M3 JACK Japan 8 5 6 2 1 1 8 0 0 1 14
Mitsubishi Ki-21-Ia SALLY Japan 5 2 5 1 2 5 1 0 0 2 N/A
Mitsubishi Ki-21-Ib SALLY Japan 5 2 5 1 3* 5 1 0 0 3 N/A
Mitsubishi Ki-21-Ic SALLY Japan 5 2 5 1 3* 5 1 1 1 3 N/A
Mitsubishi Ki-21-IIa SALLY Japan 6 2 6 1 3* 5 1 1 1 3 N/A
Mitsubishi Ki-21-IIb SALLY Japan 6 2 6 1 3* 5 1 1 1 2 N/A
Mitsubishi Ki-46-III DINAH Japan 7 3 6 2 2 2 0 0 0 1 N/A
Mitsubishi Ki-51 SONIA (early) Japan 5 4 5 1 2 1 2 0 0 1 8
Mitsubishi Ki-51 SONIA (late) Japan 5 4 5 1 2 1 4 0 0 1 N/A
Moraine-Saulnier MS 406 France 6 5 6 2 1 1 5 0 0 0 12
Nakajima A6M2-N RUFE Japan 5 5 6 2 1 1 6 0 0 0 12
Nakajima B5N1 KATE Japan 4 3 5 1 1 3 0 0 0 1 N/A Some equipped with 2 x 7.7mm MG
in wings so could have front FF of 2
with ammo limit of 10
Nakajima B5N2 KATE Japan 5 3 5 1 1 3 0 0 0 1 N/A Some equipped with 2 x 7.7mm MG
in wings so could have front FF of 2
with ammo limit of 10
Nakajima Ki-27 NATE Japan 6 6 6 2 1 1 2 0 0 0 10
Nakajima Ki-43-Ia OSCAR Japan 6 6 6 2 1 1 2 0 0 0 12
Nakajima Ki-43-Ib OSCAR Japan 6 6 6 2 1 1 3 0 0 0 12
Nakajima Ki-43-Ic OSCAR Japan 6 6 6 2 1 1 4 0 0 0 12
Nakajima Ki-43-II OSCAR Japan 7 6 6* 2 2* 1 4 0 0 0 12
Nakajima Ki-43-IIIa OSCAR Japan 7 6 6* 2 2 1 4 0 0 0 12
Nakajima Ki-43-IIIb OSCAR Japan 7 6 6* 2 2 1 6 0 0 0 12
Nakajima Ki-84-Ia FRANK Japan 8 5 6 2 1 1 12 0 0 0 15 -1 when testing for engine failure

Nakajima Ki-84-Ic FRANK Japan 8 5 6 2 1 1 12 0 0 0 12 -1 when testing for engine failure.

Use damage chart modifier for
30mm cannon.
N. American B-25B MITCHELL USA/GB 5 2 5 1 4 4 4 4 4 4 N/A Mitchell I

N. American B-25C/D MITCHELL USA/GB 5 2 5 1 4 4 6 4 4 4 N/A Mitchell II

N. American B-25J MITCHELL USA/GB 5 2 5 1 4 4 24 4 4 4 20

N. American P-38G LIGHTNING USA 8 4 6 2 3* 1 11 0 0 0 16
N. American P-38L LIGHTNING USA 8 5 6 2 3 1 11 0 0 0 16
N. American P-51B/C MUSTANG USA 8 6* 6* 2 2 1 8 0 0 0 16 MAN drops to 6 at ALT2 and below

N. American P-51D MUSTANG USA 9 6* 6* 2 3 1 12 0 0 0 18 MAN drops to 6 at ALT2 and below

 AMMO LIMIT
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MAN

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ROC
SPD

ALT
MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES
Petlyakov PE-2 Russia 6 4 5 2 3 3 2 0 0 2 12
Petlyakov PE-8(ANT-42) Russia 4 1 5 1 6 6 1 1 1 4 12
Piper L-4 GRASSHOPPER USA 2 2 2 1 1* 1 0 0 0 0 N/A
Polikarpov I-15 Russia 5 6 5 2 1 1 4 0 0 0 12
Polikarpov I-153 CHAIKA Russia 5 6 5 2 2 1 4 0 0 0 12
Polikarpov I-16 RATA Russia 6 5 5 2 1 1 4 0 0 0 12 MAN = 6 at ALT2 and below

Polikarpov I-16 RATA (cannon) Russia 6 5 5 2 1 1 6 0 0 0 10 MAN =6 at ALT2 and below

Potez 25 France 2 3 4 1 2 3 1 1 1 1 N/A

Potez 540 France 3 2 5 1 4 4 1 1 1 1 N/A
Potez 6311 France 5 4 5 1 3* 3 1 0 0 2 N/A
Potez 633 France 5 4 5 1 3* 3 1 0 0 1 N/A
PZL P-11C Poland 4 4 6 2 1 1 4 0 0 0 12
Reggiane RE2005 SAGITARRIO Italy 8 5 6 2 1 1 10 0 0 0 12
Republic P-47D THUNDERBOLT USA 9 5 6 2 3 2 16 0 0 0 18 SPD+2 if move includes dive.
MAN = 5 at ALT2 and below.
Republic P-47M THUNDERBOLT USA 9 6 6 2 3 2 12 0 0 0 18 SPD+2 if move includes dive.
MAN = 5 at ALT2 and below.
Savoia Marchetti SM73 Italy 3 2 5 1 4 5 0 0 0 0 N/A
S Marchetti SM79 SPARVIERO Italy 5 2 5 1 4 5 1 1 1 2 10
S Marchetti SM81 PIPISTRELLO Italy 4 1 5 1 4 5 0 1 1 2 N/A
Short STERLING GB 5 1 4 1 6 6 2 1 1 4 N/A
Short SUNDERLAND III GB 5 1 4 1 6 7 10 2 2 3 16
Sukhoi Su-2 Russia 6 3 5 1 1 2 4 1 1 1 12
Supermarine SEAFIRE III GB 7 5 5 2 1 1 9 0 0 0 12 Tailing a/c get -1 to stay on tail in
Break Turn
Supermarine SPITFIRE I/II A GB 7 6 6 2 1 1 8 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn

Supermarine SPITFIRE I/IIB GB 7 6 6 2 1 1 5 0 0 0 10 Tailing a/c get -1 to stay on tail in

(early) Break Turn. Thrown 1's count
double when testing for gun jam.
Supermarine SPITFIRE I/IIB GB 7 6* 6 2 1 1 9 0 0 0 10 Tailing a/c get -1 to stay on tail in
(late) Break Turn. First 1 thrown counts
twice when testing for gun jam.
Supermarine SPITFIRE IX GB 8 6* 6 2 3 1 10 0 0 0 12 Tailing a/c get -1 to stay on tail in
Break Turn
Supermarine SPITFIRE VA GB 7 6* 6 2 2 1 8 0 0 0 14 Tailing a/c get -1 to stay on tail in
Break Turn
Supermarine SPITFIRE VB GB 7 6* 6 2 2 1 9 0 0 0 12 Tailing a/c get -1 to stay on tail in
Break Turn
Supermarine SPITFIRE VC GB 7 6* 6 2 2 1 12 0 0 0 12 Tailing a/c get -1 to stay on tail in
Break Turn
Supermarine SPITFIRE XIVE GB 9 6* 6 2 3 1 10 0 0 0 12 Tailing a/c get -1 to stay on tail in
Break Turn
Tupolev SB-2 BIS Russia 5 3 5 1 3* 3 3 2 2 2 N/A
Tupolev TU-2S Russia 6 3 6 1 4 4 4 0 0 6 12
Vickers WELLESLEY GB 5 2 6 1 3 5 1 0 0 1 N/A
Vought CORSAIR F4U-1 USA 8 6 6 2 3 2 12 0 0 0 16
Vought CORSAIR F4U-1D USA 9 6 6 2 3 2 12 0 0 0 16
 AMMO LIMIT
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MAN

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ROC
SPD

ALT
MAIN

SIZ
NAME USER NOTES AND SPECIFIC RULES
Vought VINDICATOR SB2U-3 USA 5 2 5 1 2 2 2 0 0 2 10
Vultee VENGEANCE A-31 MkII Australia 5 3 5 1 3 2 4 0 0 1 10
Westland LYSANDER III GB 4 2 5 1 1 2 2 0 0 0 8
Westland WHIRLWIND I GB 7 3 5 2 3 2 10 0 0 0 12 Counts as MAN4 at Altitude 2 and
below.
Yakolev YAK-1 Russia 7 5 6 2 1 1 7 0 0 0 12 Counts as MAN6 at Altitude 2 and
below. SPD -1 at ALT4 and above

Yakolev YAK-3 Russia 8 5 6 2 1 1 6 0 0 0 12 Counts as MAN6 at Altitude 2 and

below. SPD -1 at ALT4 and above
Yakolev YAK-7BS Russia 7 5 4 2 3 1 6 0 0 0 12 Counts as MAN6 at Altitude 2 and
below. SPD -1 at ALT4 and above

Yakolev YAK-9 Russia 9 5* 6 2 2 1 6 0 0 0 12 Counts as MAN6 at Altitude 2 and

below.
Yokosuka D4Y2 Judy Japan 6 4 6 2 2 2 2 0 0 1 12
Yokosuka D4Y4 Japan 7 4 6 2 1 2 0 0 0 0 N/A Special Strike Kamikaze
 “BANDITS”
A SCENARIO FOR BEGINNERS
Suggested Playing Time: 2 hours for beginners
Complexity Rating: Beginner

This starter scenario provides an opportunity to get to grips with

the basic mechanics of BTH. It pits two groups of fighters against
one another in a straight forward confrontation. The decision on
which nationalities are involved is left to the gamer

AXIS FLIGHT comprises one section (Axis Section 1). It is

TABLE SET UP attacking out of the sun and may have an altitude advantage.
This is how your Axis flight has enough fuel for 10 turns after which it must break
table may look if off action and exit the top table edge.
you are using a
basic sky blue ALLIED FLIGHT also comprises one section (Allied Section 1) but
hex grid. The is more likely to be at a lower Altitude. However, Allied Section
starting 1 is led by a Top Ace. Allied flight has no fuel limit in this game.
positions and
angle of the sun
are clearly ORDER OF BATTLE (constructed using tables in Section 3)
shown. AXIS FLIGHT
Axis Section One:
Position Pilot Type
Axis Section Leader Veteran
Section Pilot (no. 2) Regular
Section Pilot (no. 3) Regular
Section Pilot (no. 4) Sprog

ALLIED FLIGHT
Allied Section One:
Position Pilot Type
Allied Section Leader Top Ace
DETERMINING START ALTITUDE Section Pilot (no. 2) Regular
At the start of this scenario each player rolls 1d6 to Section Pilot (no. 3) Veteran
determine the starting altitude of his flight*: Section Pilot (no. 4) Sprog
Note on formations: it is assumed both sides are able to operate as pairs.
D6 score AXIS ALLIED
1 ALT 3 ALT 1 BLINDS
Each player begins with one bogey marker for each aircraft in
2 or 3 ALT 4 ALT 2
his force (i.e. 4). There are no dummy blinds in this scenario.
4 or 5 ALT 5 ALT 3
6 ALT 6 ALT 4
*aircraft may not start at an ALT band that exceeds the
CARDS
This scenario will use the following cards (cards marked * are in
aircraft’s own max ALT rating on the aircraft data tables.
the pack from the beginning, others will be added as units are
spotted)
VICTORY CONDITIONS
Axis Bogeys* Allied Bogeys*
Axis Section 1 Move Axis Section 1 Fire
AXIS FLIGHT
Allied Section 1 Move Allied Section 1 Fire
1 point for each of its own aircraft
Axis Section Leader Allied Section Leader
that exits the top table edge.
Allied Top Ace Bonus Altitude Bonus*
Allied Formation Bonus Axis Formation Bonus
ALLIED FLIGHT Bail Out* The Blank Card*
1 point for each of its own aircraft
aloft at the end of the game.
PDF versions of the cards for this
scenario are available for
BOTH FREE DOWNLOAD
1 point for each enemy aircraft confirmed www.toofatlardies.co.uk

The flight with the most points at

the end of the game is deemed the winner
 Have you got what it takes to
BAG THE HUN?

“I was flying as Kudos Red 3 on Elbe bridgehead patrol when ground control reported
Huns approaching the bridges...I saw an FW190 slightly above at 12 o’clock, coming
towards me. I pulled up and around on to his tail as he passed and gave him a short burst;
he immediately caught on fire and crashed in flames...I claim one FW190”
S/Ldr Shepherd, 41 Squadron, 30th April 1945

RULES FOR SECOND WORLD WAR AERIAL WARGAMES

includes
Historically Accurate Unit Types, Manoeuvres & Formations, rules for Ground
Attack, Air to Air Rockets, Strafing, Bombing, Torpedo Attacks, Clouds
and

Detailed stats for over 160 aircraft

Bag The Hun takes its name from a 1943 Air Ministry booklet issued to RAF fighter pilots. It included a series of exercises

and tests to help improve deflection firing. Today Bag The Hun is an indispensable aid to a new type of fighter pilot – you!

Second Edition
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