Bag the Hun
Bag the Hun Rulebook
Table of Contents
Table of Contents
- Introduction
- 1. Assumptions
- 2. Aircraft Characteristics
- 3. Pilot Ability
- 4. Turn Sequence, Cards and Initiative
- 5. Bogeys
- 6. Spotting
- 7. Formations
- 8. Speed
- 9. Manoeuvres
- 10. Getting on the Tail, Deflection & Length of Burst
- 11. Firing
- 12. Firing with Air Gunners
- 13. Effects of Firing and Damage
- 14. Air to Air Rockets
- 15. Flak
- 16. Ground Targets and Shipping
- 17. Bombing
- 18. Torpedo Attacks
- 19. Strafing and Rocket Attacks
- 20. Dakka...Dakka...Dakka...
- 21. Game within a game: Bag the Doodlebug!
- Appendix: Johnny Danger's Intelligence Briefing - Formations and the War in the Air
- Appendix: Aircraft Data Tables
- Appendix: Aircraft Record Sheets
- Scenario: "Bandits" - A Scenario for Beginners
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 to Benghazi, slugging it out with ball turret gunners of the Mighty 8th 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.
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
- A game mat overprinted with a hexagonal grid design (whilst this is not absolutely essential, if you do not have a hex mat you will need to convert the way distance and movement is performed under these rules).
- Counters or model aircraft, based approximately to fit the hex pattern. Most common scales include 1/300th or 1/600th.
- Counters or similar to represent "Bogeys" (i.e. unspotted aircraft - see inside front cover and Section 5)
- Some way of marking altitude of individual aircraft and formations. Many gamers use small d6 placed next to the model to mark the altitude band but specialist stands are available.
- 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 d10 (marked 0-9)
- A series of cards to govern the turn sequence (see Section 4)
- Markers or models to indicate ground or surface targets, if applicable
- To familiarise yourself with the main elements of these rules
Before each game of Bag The Hun you must
- Prepare the card deck for the game you are about to play
- Determine unit strengths, aircraft types and pilot types for each side
- Use the aircraft data tables to prepare individual aircraft record charts for each aircraft in the game.
- Allocate 'bogeys' (see Section 5)
- Determine start positions. These can be either dictated by the scenario or chosen by the players. For beginners a head to head game works well, with formations entering from opposite table edges.
- Determine the position of the sun
- Determine any scenario specific objectives
Determining the position of the sun
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 sun 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.
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 - Speed
The SPD rating shows the aircraft's basic movement distance in hexes.
In general, 50mph of airspeed is represented by one hex, thus an aircraft with a speed of 350mph might have a basic SPD factor of 7.
The SPD rating is reduced by 1 for all aircraft carrying bombs, torpedoes, or external long range fuel tanks.
MAN - Manoeuvre
Relative MAN ratings are used to determine how easily an enemy can get on your tail. Aircraft are rated from 1 to 6* with the higher rating being more manoeuvrable.
Aircraft with low MAN ratings are generally easier to hit. The MAN rating may reduce as damage is sustained.
A * against the MAN rating means that the aircraft counts as more manoeuvrable than other aircraft with the same rating. (i.e. if an aircraft with a rating of 4 is tailing an aircraft rated 4* then the 4* aircraft would count as more manoeuvrable).
Aircraft whose MAN rating is underlined benefit from excellent rates of roll (see section 9.5)
The MAN rating is reduced by 2 for all fighters carrying bombs or long range fuel tanks, and by 1 if carrying rockets. All aircraft carrying external torpedoes have their MAN reduced by 2.
ALT - Altitude
The ALT factor represents the maximum altitude band that the aircraft can reach. Seven broad bands are used:
- 0 = On the ground
- 1 = < 1,000 ft
- 2 = 1,000-4,999 ft
- 3 = 5,000-9,999ft
- 4 = 10,000-19,999ft
- 5 = 20,000-29,999ft
- 6 = >29,999 ft
Aircraft must be in the same altitude band as their opponent if they wish to fire on them. The higher the altitude the more likely you will be able to utilise bonus cards. This is the key to retaining the initiative in a dogfight.
Aircraft with a * rating against their maximum ALT rating may always claim altitude advantage over other aircraft in their maximum ALT band.
ROC - Rate of Climb
The ROC factor shows the number of altitude bands the aircraft can ascend in any one turn.
It is rated from 0 to 3 with 0 being the worst (i.e. no climb possible) and 3 being the best.
Most fighters have a ROC of 2. Jets may be able to climb 3 bands.
Ability to climb may be reduced as the aircraft takes damage.
ROB - Robustness
The ROB factor reflects the ability of the aircraft to withstand damage and is again given a number rating. Aircraft with a low value generally have poor protection whilst a higher rating indicates an aircraft with greater armour protection and a higher capability to withstand damage.
The ROB rating is used when calculating the effect of hits from gun fire and Flak.
Aircraft with a * against their ROB rating suffer increased risk of catching fire when hit.
SIZE
The SIZ rating is a value which represents the overall size of the aircraft, with aircraft being rated from 1 (small) to 6 (big).
Larger aircraft are easier to hit and are generally slower with a low manoeuvrability rating.
The size of the target affects the number of dice rolled when firing.
FF - Fire Factor
The FF rating shows the firepower that the undamaged aircraft is capable of putting out from each elevation (front, right, left, and rear). For aircraft armed with more than one weapon type, the factor allotted represents the combined firepower of cannon and machine guns.
Ammunition
All aircraft have an AMMO LIMIT for pilot operated machine guns and cannon. This must be recorded on the aircraft record sheet.
As firing occurs, ammo will be used against this limit at various rates depending on length of burst, pilot type, etc. This will be recorded on the record sheet. Once the ammo limit has been reached the aircraft is out of ammo and those guns may no longer fire.
Air gunners are assumed to have sufficient ammunition for the encounter and so no record keeping is needed for these guns.
Some aircraft also have additional characteristics and may benefit from certain advantages when performing certain manoeuvres. These are shown on the detailed aircraft data lists.
Blank aircraft record sheets and full stats for WW2 aircraft are included at the end of these rules.
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 (Pilot Luck Rating -1): With only a few flying hours under his belt the Sprog or Rookie knows enough to stay in formation but his reactions under fire are uncertain and his knowledge of tactics and lack of experience when controlling his aircraft under combat conditions means that he will struggle to perform some complex or rapid manoeuvres. He is unlikely to dictate the pace or development of the combat. Once on his tail, most pilots can expect to cause him some damage. By contrast, the Sprog will struggle to stay latched onto the tail of higher grade pilots and is more likely to fire longer, inaccurate bursts. But beware, many a Top Ace can fall victim to a lucky Sprog!
REGULAR (Pilot Luck Rating 0): With a greater number of flying hours under his belt the Regular pilot is likely to have flown combat missions before and is familiar to squadron formation flying and keeping position during combat. He knows a few manoeuvres, and is more than capable of bagging a few kills given the opportunity. Regular pilots form the bulk of most formations and may commonly be found flying as section leaders. It is relatively rare to find them leading larger formations.
VETERAN (Pilot Luck Rating 0): The Veteran pilot knows well his own abilities, the capabilities of his aircraft and the tactics of his friends and enemies. A benefit to any formation, the Veteran pilot is an excellent flyer, but lacks the combat kills and sixth sense that turns veteran pilots into Aces. Veterans receive bonuses on certain tests of flying ability but no benefits when it comes to gunnery. Sections, Flights or squadrons are often led by Veteran pilots.
JUNIOR ACE (Pilot Luck Rating +1): Pilots with five or more kills became Aces. In practice we can distinguish between relatively low scoring Junior Aces and Top Aces with large numbers of kills to their name. Junior Aces are, to all extents and purposes, veteran pilots with a killer edge and an extra slice of luck. Junior Aces tend to receive modest bonuses on dice rolls for combat manoeuvres and firing, although not to the same extent as Top Aces. When playing games involving Junior Aces ensure that a Junior Ace Bonus Card is included in the pack. This enables the Junior Ace to take a bonus move or fire.
TOP ACE (Pilot Luck Rating +2): Don't let this man get on your tail. The Top Ace is the natural hunter of the skies, the man for whom his aircraft is an extension of his being. He can perform almost all manoeuvres and has that extra sense needed to stay one step ahead of the enemy. The Top Ace usually flies as squadron, flight or section leader and as such uses his superior spotting and tactical ability to maximum advantage. Formations that include a Top Ace should expect to grasp the initiative in a dogfight. Top Aces receive bonuses for most tests. Use Top Aces sparingly but when you do, remember to include the Top Ace bonus card.
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 below can be used to quickly generate pilot ability for a game of any size.
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 |
| 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 |
| 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 |
| RAF* to June 1940 (and FAA to Dec 1941) | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| Squadron Leader | VET | VET | VET | VET | VET | VET | REG | REG | REG | REG |
| Flight Leader | VET | VET | VET | REG | REG | REG | REG | REG | REG |
| 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 |
| 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 |
| RAF and Fleet Air Arm 1941 onwards | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| Wing Commander | TA | TA | JA | JA | VET | VET | VET | VET | VET | VET |
| Squadron Leader | TA | JA | JA | JA | VET | VET | VET | VET | VET |
| 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 |
| 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 |
| 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 |
| 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 |
| 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 |
(Source note: the Russians 1944 onwards "Squadron or Flight Leader" row prints "VAT" under 5; transcribed as printed.)
| Japanese Navy 1939-1943 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| 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 |
| Japanese Navy 1943 onwards | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| 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 |
| Japanese Army Air Force 1939 to 1943 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| 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 |
| Japanese Army Air Force 1944 to 1945 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| 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 |
| France, Poland & Low Countries (and Italy 1940) | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 |
|---|---|---|---|---|---|---|---|---|---|---|
| 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 |
| 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 |
| 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 |
| 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 |
| 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 |
*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.
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
You will need to prepare a card deck. Cards for BTH can be downloaded from www.toofatlardies.co.uk. Some gamers like to use labelled poker chips instead of cards.
- ALL cards can only be played when they are turned - No cards can be 'reserved' for later in the turn.
- MOVE cards are not optional - aircraft MUST move on the turn of their card.
- Aircraft may fire on the turn of this card. FIRE cards must be included in the pack but aircraft do not have to fire if the controlling player does not wish to.
- Other OPTIONAL and BONUS cards must be dealt but do not have to be utilised if the player chooses not to.
- Individual SECTION and CHARACTER cards are only added to the pack at the end of the turn in which that section or character has been 'spotted'. Up to that point sections and individuals activate on the turn of that sides 'BOGEY' card.
Details of the actions driven by the cards are shown on the next two pages.
Initiative
If you have the initiative in the dogfight then you will be able to claim bonus cards. Being able to claim bonus cards will enable you to perform more actions during a turn, giving you an advantage over your opponent. Basically, there are three conditions that can influence your ability to claim bonuses, and hence claim the initiative. These are:
- Being a better pilot
- Being in formation
- Having an altitude advantage
A look at the cards will reveal that better pilots get more activation chances and can do more things. A Top Ace, for instance, may get 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 Formation Bonus card, he may be able to claim the Altitude Bonus card 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 situation - he is an excellent fighter ace leading a tactical formation which has altitude advantage over his opponent. On the other side, a regular section pilot flying on his own at a low altitude will be unable to 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 fact that dominant pilots and historical tactics dictate the flow of the dogfight, and means that lesser pilots really get the feeling that 'this guy's all over me!'
The Move Sequence
Aircraft must move on the turn of their movement card, or on the turn of a bonus card that allows movement. Adopt the following sequence:
- The player whose aircraft or section is activated rolls a d4 to determine his SPD budget for that turn (see Section 8)
- Perform any obligatory moves due to loss of control, wounds etc (see Section 13).
- Select a manoeuvre, or combination of manoeuvres (section 9.4) that expends a number of points equal to the SPD budget.
- Move the model on the tabletop, taking any Manoeuvre Tests (see section 9.3) required and calculating the effect of them.
- Test for collisions etc if necessary (see section 8.4)
- Once movement is complete the aircraft may be in position to take a Getting on the Tail Test (see section 10.1)
- Return to step 1 for the next aircraft activated on the card. If none then the move is ended and the next card may be turned.
Firing and the Effect of Damage
Aircraft may fire on the turn of their section fire card, or on a character, Junior Ace or Top Ace bonus cards. Crew served weapons fire on the turn of the Air Gunners card.
- Determine the firing angle. This determines the maximum length of burst that can be used (see Section 10)
- The firer chooses what length of burst he will fire within the maximum permitted for that firing aspect.
- Check the firer's FIRE FACTOR, as shown on the Aircraft Record Sheet. This gives the basic number of d6 to be thrown when firing.
- Modify the number of dice using the fire table (Section 11).
- Determine what dice the defending player will roll. This is determined by his own MAN rating and the range, as well as by his own pilot luck.
- The players roll their dice and total the numbers of 5's or 6's obtained. Firer checks for gun jam and Ammo Limit. 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 (Section 13).
- Record damage on the target's record sheet and act as instructed.
Cards always included in the card deck
Section Move (e.g. Red Section Move): One card is included per organisational section. The section identified on the card may move, and spot. If in formation, only the leader throws his dice for movement, the others are said to conform to his lead, but if manoeuvring in combat then the 'maintaining formation test' may need to be applied. Aircraft that must test for engine failure and pilots bailing out etc will do so when the section move card is played. The size of the section will be defined by national characteristics, the period of the war being played and by the scenario. For instance, RAF doctrine during 1940 would mean that one card is included per three aircraft 'section'. By 1944 the RAF were flying in pairs or fours, and so either the pair or (more likely) the four would be grouped under one section card. Long range fuel tanks and bombs may be jettisoned on the turn of this card. Torpedoes that have been dropped and are active in the water will move on the turn of the section card of the aircraft that dropped the torpedo. How many in the card deck? One card per section or schwarm of aircraft, marked accordingly.
Section Fire (e.g. Red Section Fire): Each section that has a 'move' card should have a matching 'fire' card. All aircraft in the section may fire on the turn of this card. The card may not be reserved for use later in the turn. Air gunners may not fire on this card. How many in the card deck? One per section. Remove from deck when all aircraft of that section are destroyed.
Bogeys (e.g.: Axis Bogeys): In BTH we use the term 'Bogey' to reference an unspotted aircraft or threat. These unspotted 'Bogeys' are activated on the turn of this card. A 'Bogey' card is included for each nationality. On the turn of this card all Bogeys may move, spot and/or attack. Sections that have not yet been 'spotted' move on the Bogey card. For more on bogeys see Section 5. How many in the card deck? One Bogey Card for each side (i.e. one Axis and one Allied card).
Altitude Bonus (Altitude Bonus Move): On the turn of this card the aircraft or group of aircraft that is in the highest altitude band has altitude advantage and may make a bonus move (move or spot only, may not fire on this card). Any group of aircraft of any nation may claim this card. A formation always takes precedent over a lone aircraft. If more than one formation claims the highest point, the one with the most aces has the initiative (if no aces then the most veteran pilots, and so on). If pilot skill is equal then aircraft with a * rating against their ALT may claim the card. If this is equal compare MAN ratings. If still equal, roll a d6! Bogeys ALWAYS claim this in advance of spotted aircraft at the same level, regardless of pilot skill. How many in the card deck? One Card Only.
Formation Bonus (e.g. Axis Formation Bonus Move): One full group of aircraft (or bogeys) in a recognisable formation may make a bonus move or spot (no firing). Note: Aircraft with a SIZ rating of 4, 5 or 6 may not utilise this card. How many in the card deck? One card for each side (one Axis and one Allied card).
Bail Out!: Any pilot or crew member on either side may attempt to bail out on this card. As an optional rule, characters and aces may attempt to bail out when their character or ace card is turned. How many in the card deck? One Card Only.
The Blank Card: It is useful to have a blank card in the pack for some scenarios. This can be used by the games master or umpire to mark when certain scenario specific events take place. How many in the card deck? One Card Only.
Cards added as required by the scenario
Character Cards (e.g. Lt Bob Uppendown): It is expected that individual players control one or two key characters in the dogfight. This may be the section leader, or a headstrong new recruit, whatever takes your fancy. Whilst optional, this can add greatly to the fun of the game and is recommended for multi-player games. I suggest that all section leaders are represented with a character card, as are all junior and top aces.
When the character card is played, the character may spot and, provided he has not previously been activated by his section's move card in the same turn the character may also perform one of the following:
- He may move his aircraft and take the GETTING ON THE TAIL TEST (if positioned to do so)
- If he is a section commander, he may move himself and the section he is with, provided the section is in formation and has not previously utilised its section move card in that turn.
- He may fire (he may also fire on his section fire card)
- He may attempt to bail out (but may not attempt to spot whilst doing so!)
Note that any formation or character that moves on the character card may not move again once the section card is played.
How many in the card deck? Optional, works best if limited to a maximum of one character per section.
Top Ace Bonus (e.g. Allied Top Ace Bonus): On the turn of this card a Top Ace of the faction declared on the card can attempt to spot bogeys and may also either move or fire (not both). Alternatively, a Top Ace may attempt to bail out on this card. If there is more than one Top Ace on a side then include one card for each. The player may then decide which Top Ace utilises the first card out (but each ace may only operate on one ace card per turn). If a Top Ace is part of a formation, then he may utilise this card to move the formation, provided the section has not previously moved under its section or character card in the same turn. A Top Ace may not use his card to move torpedoes. How many in the card deck? One for each Top Ace of each faction. Cards should be marked with nationality of Ace.
Junior Ace Bonus (e.g. Allied Junior Ace Bonus): Similar to the Top Ace bonus, but for junior aces only. If desired, Top Aces of the same faction that have not already activated may use this card. However, Junior Aces may not utilise Top Ace cards. How many in the card deck? One for each Junior Ace on each side. Label card Allied or Axis as appropriate.
Air Gunners Fire (e.g. Allied Air Gunners Fire): On this card any air gunner can fire at any one enemy aircraft. May not spot. May not shoot at Bogeys. How many in the card deck? One card is included per side for every four aircraft with air gunners (rounded up). The minimum number of cards is always one. e.g.: nine bombers = three cards. One card would be removed if the number of bombers fell to eight.
Ships Move (e.g. Bismarck Move): Only used for games involving ships or submarines. Move only. Unspotted ships activate on the bogey card. How many in the card deck? Include one card for each vessel (or group for larger games).
Ground Units Move (e.g. Tank Unit 1 Move): Same as Ships Move Card but for ground units. How many in the card deck? One card for each ground unit.
Jet Bonus (e.g.: Axis Jet Bonus): A jet formation or lone jet may take a bonus move and (if needed) take the GETTING ON THE TAIL TEST. May not fire or spot on this card. How many in the card deck? Include one card with this title for each side using jets. Label card as Allied or Axis as appropriate.
Flak (Flak Bonus): Calculate the effects of Anti-Aircraft Artillery. See Section 14 [as printed]. How many in the card deck? One Card Only.
Flak Bonus: This card allows one flak unit to fire again (firer's choice). May not be used by Poor flak units. How many in the card deck? One Card Only.
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 Bogeys, Allied Formation Bonus, Altitude Bonus, Bail Out, The Blank Card, Axis Formation Bonus, Axis Bogeys.
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.
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 (all results are rounded up)
| 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% |
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.
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 |
|---|---|
| Bogeys and dummy bogeys that represent aircraft in the air | 10 hexes (altitude must be marked). 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 (e.g. tanks, infantry) | Up to 3 hexes. May turn one hex face per hex moved. (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 positions etc) | May not move |
| 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.
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 in the original rulebook. 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 18 bogeys or more. Other targets in this category include airfields, warships at sea, the Mohne dam, etc | Formations of 9 to 17 bogeys. Other targets in this category include bridges, factories, smaller or berthed warships, trains, large convoys | Formations of 3 to 8 bogeys. Other targets in this category include tanks, vehicles, aircraft on the ground, moving infantry | Individual or paired bogeys. Other targets include bunkers, flak positions, infantry taking cover, tanks in woods |
| Adjusted total needed to spot | 5 | 6 | 7 | 9 |
Shift one column to the LEFT if...
- ...bogey is two or more altitude bands ABOVE spotter
- ...shortest distance to bogey is <10 hexes
- ...more than four aircraft are attempting to spot
Shift one column to the RIGHT if...
- ...spotting into the sun
- ...bogey is two or more altitude bands BELOW spotter
- ...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.
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 (in the original diagrams 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.
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 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 in the original rulebook shows how two pairs combine to make a finger four or schwarm.
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 Shotai - Japanese Craftsmanship. This formation is restricted to Japanese fighter aircraft. The Japanese shotai 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 shotai 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 shotai and is a common formation. If necessary the interval between each aircraft could be reduced to create a much tighter grouping.
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 Zerstorer 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 (Y = permitted, N = not permitted; columns: Vic, Line Astern, Line Abreast, Echelon, Pair, Extended Pair, Schwarm, Finger Four, Shotai, Lufbery)
| Nationality | Vic | Line Astern | Line Abreast | Echelon | Pair | Extended Pair | Schwarm | Finger Four | Shotai | Lufbery |
|---|---|---|---|---|---|---|---|---|---|---|
| RAF to June 1940 (and FAA to Dec 1941) | Y | Y | Y | Y | N | N | N | N | N | Y |
| RAF July-Sept 1940 | Y | Y | Y | Y | N | N | N | N |
7.1.2. Bombing formations
Bombers may fly in most formations, although they may not adopt the schwarm, finger four or shotai. 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
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 + D4 modifier + Specific Modifier = SPD Budget.
SPD Rating: Each aircraft has a basic speed factor (SPD), stated in hexes. Remember: All aircraft carrying bombs, torpedoes or external fuel tanks have a -1 on their SPD. Bogeys have a basic SPD budget of 10 hexes and have no d4. See 8.3
Plus D4 modifier: To reflect the complexity of assessing relative speeds during combat the basic SPD factor is modified by the use of a d4. Better pilots make better calculations of their relative speeds and so have some influence over their d4 result as follows:
- Sprogs and Regular pilots roll a d4, and add the unadjusted result to their SPD factor.
- Veterans and Junior Aces roll their d4, but can choose to apply any 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
Specific Modifier: Some aircraft SPD ratings vary at higher or lower altitude. This is marked on the aircraft data tables (and should be shown on aircraft record sheet)
SPD Budget: The resulting score is the number of hex points the aircraft has available for moving - in other words - its SPD budget. This budget is expended by performing one or more manoeuvres. Each manoeuvre costs a number of SPD points. Permitted manoeuvres are outlined in Section 9.
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.
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 | |
|---|---|
| Head to head approach | +2 |
| Head to tail approach | -1 |
| Ramming pilot is higher quality* | +2 |
| Attacker has higher MAN rating | +1 |
| Aircraft size is 5 or more | +1 |
*only adds this if desired
- 8 or more: Crunching Crash! Aircraft with size of 4 or less suffer catastrophic structural failure. Larger aircraft roll on Really Critical Damage table (see section 13.1)
- 5 to 8: Glancing blow! Both aircraft suffer Temporary Loss of Control (see section 13.1)
- 1 to 4: Missed! Move 'attacking' aircraft straight ahead on current heading for the rest of its move.
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
Roll 1d6.
| Pilot Skill | Modifier |
|---|---|
| Sprog | -1 |
| Regular | 0 |
| Veteran | +1 |
| Junior Ace | +1 |
| Top Ace | +2 |
| Other Modifiers | |
|---|---|
| Pilot Wounded | -1 |
| Aircraft Damaged | -1 |
| Bombers attempting to stay in formation | +3 |
| Aircraft attempting to spot bogey this turn | -1 |
Result (for each manoeuvre type):
- EASY: Pass the test on a result of 2 or more (only wounded pilots have to test for easy manoeuvres)
- TRICKY: Pass the test on a result of 3 or more
- 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.
9.4. Permitted Manoeuvres
When an aircraft moves it must expend its full SPD budget by manoeuvring. The permitted manoeuvres are shown in the list 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)
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 (diagram). 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
Tight Chandelle (HARD) A tighter version of the easier chandelle manoeuvre, combining a sharp 180 degree 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 can have an aggressive intent. In the Evasive Snap Roll the aircraft is positioned two hexes diagonally forward to left or right at cost of 6 points. Wingmen may not follow this manoeuvre.
- Cost: 6 SPD points
- Altitude Adjustment: Roll d6 and adjust for pilot skill (ie 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.
- Restrictions: Can only be used when an enemy is on the tail. May 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 *
- As this is purely a defensive manoeuvre the aircraft instigating the roll and succeeding in throwing off their attacker may not claim a firing aspect on any other aircraft in the same move, nor may he take a getting on the tail test.
Snap Roll - Aggressive (HARD) Turns defence into attack. If this manoeuvre is successful the defender is repositioned so that he is on the tail of his former pursuer. This also covers the Japanese Hineri-Komi or "Turning In" manoeuvre.
- Cost: Entire move
- Altitude Adjustment: None
- Restrictions: Can only be used when an enemy is on the tail. May only be attempted by Veterans, Junior Aces or Top Aces.
- Minimum MAN rating to attempt: 5 or any MAN rating with *
- Procedure: a SPECIAL TEST applies which replaces the standard Manoeuvre test. Each pilot rolls d6 and modifies: Sprog: -1, Regular: 0, Veteran: +1, Junior Ace: +2, Top Ace: +3. The pilot in the more manoeuvrable aircraft also adds the difference between the two aircrafts MAN rating to his score.
- If the pilot attempting the Snap Roll scores more than, or the same as 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 aircraft moving straight ahead a full basic move (ie he has no option to not follow).
- If the pilot attempting the Snap Roll scores two times his opponents score (or better), then the losing pilot's aircraft is moved forward by his basic speed. The winning pilot's aircraft is then positioned in the hex immediately behind the losing pilot. The tables have been turned (see diagram for example). He now counts as being on the tail (does not need to test).
- 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 two aircraft (or two pairs) flying abreast. It is designed so the wingman gets a front deflection bonus shot on attacker, throwing him off the defender's tail if successful.
- 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. 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 manoeuvre. If wingman passes then calculate a front deflection 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.
- Cost: Entire move
- Altitude Adjustment: None
- Restrictions: Can only be used when an aircraft is on the tail. No other manoeuvre can be used in the same turn.
- Minimum MAN rating to attempt: 4
- (Diagrams in the original show the weave being commenced, with the leader instigating the weave, the wingman getting a shot at the enemy if the weave succeeds, and the tailing enemy; and the positions after completion.)
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..."
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 in the original rulebook, "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 | ||
|---|---|---|---|
| Attacker is Sprog | -1 | Defender is Sprog | +1 |
| Attacker is Regular or Veteran | 0 | Defender is Regular or Veteran | 0 |
| Attacker is Junior Ace | +2 | Defender is Junior Ace | -2 |
| Attacker is Top Ace | +3 | Defender is Top Ace | -3 |
| Attacking out of sun | +2 | Live gunner covering approach | -1 |
| Attacker's aircraft is damaged | -1 | Defender is damaged | +1 |
Result:
- 4 or higher: On the tail. May claim tailing bonus when firing.
- 3 or below: Failed, although the pursuer is still behind the target and he can fire with but without the bonus.
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:
The Staying on the Tail Test (Roll 1d6)
Adjust for relative MAN rating: Attacker's current MAN rating less defender's current MAN rating.
Examples: A Spitfire with a MAN rating of (6*) is attempting to stay on the tail of a tailing a Stuka with a MAN rating of (2) = net +4 (the * only counts when ratings are equal). A zero with a MAN rating of 6* counts as being more manoeuvrable than a Wildcat with a MAN rating of 6 and so gets a +1.
Situational Modifiers:
| Modifier | |
|---|---|
| Defender performs a TRICKY manoeuvre | -1 |
| Defender performs a HARD manoeuvre | -2 |
| Tailing Pilot Wounded | -1 |
| Tailing Pilot is Sprog | -1 |
| Tailing Pilot is Regular | 0 |
| Tailing Pilot is Veteran | +1 |
| Tailing Pilot is Junior Ace | +2 |
| Tailing Pilot is Top Ace | +3 |
| Tailing aircraft is damaged | -1 |
| Any specific aircraft adjustment (see aircraft tables) |
Result:
- 4 or more: Attacker stays on tail and is moved to the same relative position to the target as he was before the evasive manoeuvre was completed. He must now hope that his fire card is turned.
- 3 or below: The evasive manoeuvre worked. The Attacker is thrown off and immediately moves straight ahead at his full basic move. Attacker is no longer on the tail.
- 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 in the original rulebook 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.
Maximum burst by firing hex (from the diagram): H (Head On, the hex directly in front of the target) - Squeeze [as printed; i.e. squirt]; the two FD (Forward Deflection) hexes at the front corners - Short Burst; the two RD (Rear Deflection) hexes at the rear corners - Burst; R (Rear, the hex directly behind the target) - Long Burst.
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.
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 in the original rulebook. 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. 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:
- Determine the firing angle (section 10.3). This determines the maximum duration of fire that can be used.
- 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.
- Check the firer's FIRE FACTOR (FF) from his aircraft data sheet. This gives the basic number of d6 to be thrown when firing.
- Modify the number of dice using the fire table (section 11.5).
- 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.
- 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.
- 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:
Attacker's Firing Procedure
Number of d6 = Fire Factor + Burst Modifier + Specific Firing Adjusters. Needing 5's and 6's to 'hit'. (Do not use this table for Air Gunners firing. Use section 12.1)
- Fire Factor: This is the base fire factor (FF) from the Aircraft Record sheet. The factor represents the base number of D6 to be rolled for firing.
- Burst Modifier (see section 10.3 for permitted burst lengths):
- Squirt: -2 dice
- Short Burst: No modifier
- Burst: +2 dice
- Long Burst: +4 dice
- Firer is "On The Tail": +2 dice
- Specific Firing Adjusters:
- Dead close (2 hexes or less): +2 dice
- Long range (over 4 hexes): -1 dice
- Extreme (over 8 hexes): -3 dice
- Size of Target (per rating >1): +1 dice
- Target is 'jinking': -2 dice
- Firer is Sprog: -1 dice
- Firer is Junior Ace: +1 dice
- Firer is Top Ace: +2 dice
- Firer has Wingman: +1 dice
- Pilot of firing plane is wounded: -2 dice
- USN firing deflection shot: +1 dice
- Attacking from out of the sun: +1 dice
- Optional pilot characteristics: +/- as stated in section 20.1
The firer must also roll a d10 at the same time as he rolls his d6's. This will be used to calculate the effect of any critical damage inflicted from the fire.
Gun Jam: If the firer rolls more 1s than 5s or 6s combined then his guns have jammed and the number of hits achieved is halved. Aces ignore the first 1 thrown. Aircraft may attempt recharge their guns on their next movement card (see section 11.6)
Defender's Saving Procedure
Number of d6 = Own Manoeuvrability + Range in Hexes + adjustment for defender's luck. Needing 5's and 6's to 'save'.
- Own Manoeuvrability: This is the current MAN rating of the aircraft being fired on. The factor represents the base number of D6 to be rolled.
- Range in Hexes: Add 1 d6 for each hex of range between the firer and the target. The minimum is therefore 1.
- Adjust for defender's luck: Sprog -1 dice; Regular Pilot no modifier; Veteran Pilot no modifier; Junior Ace +1 dice; 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:
- Firer is a Junior or Top Ace
- Firer is 'on the tail'
Increase the number of 1's by two for each burst if:
- Firing a long burst
- 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.
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."
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 in the original rulebook.
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 Head to Head | Zero deflection (headed towards) | Front Deflection | Rear Deflection | Zero 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
Number of d6 = Fire Factor + Burst Modifier + Specific Firing Adjusters. Needing 5's and 6's to 'hit'.
- Fire Factor: This is the base fire factor (FF) from the Aircraft Record sheet. The factor represents the base number of D6 to be rolled for firing.
- Burst Modifier: Burst +1 dice; Short Burst No modifier; Long Burst +2 dice; Squirt -1 dice. Air gunners do not have to keep track of ammo depletion and have no ammo limit.
- Specific Firing Adjusters:
- Dead close (2 hexes or less): +2 dice
- Long range (over 4 hexes): -1 dice
- Extreme (over 8 hexes): -3 dice
- Size of Target (per rating >1): +1 dice
- Target is 'jinking': -2 dice
- Air gunner engaging jet: -2 dice
- Firing into the sun: -2 dice
- Each additional aircraft with gunner engaging same target at range of 8 hexes or less: +1 dice
- 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.
The firer must also roll a d10 at the same time as he rolls his d6's. This will be used to calculate the effect of any critical damage inflicted from the fire.
Defender's Saving Procedure (same as pilot fire)
Number of d6 = Own Manoeuvrability + Range in Hexes + adjustment for defender's luck. Needing 5's and 6's to 'save'.
- Own Manoeuvrability: This is the current MAN rating of the aircraft being fired on.
- Range in Hexes: Add 1 d6 for each hex of range between the firer and the target. The minimum is therefore 1.
- Adjust for defender's luck: Sprog -1 dice; Regular Pilot no modifier; Veteran Pilot no modifier; Junior Ace +1 dice; Top Ace +2 dice.
To determine the effect of 'hits' go to Section 13
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 of hits | Target Robustness 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| -2 hits or less | FS | FS | FS | FS and ammo +d4 | FS and ammo +d4 | FS and 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 |
Key:
- 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
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)
| d10 score | Single-engined: Critical Damage (C) | Single-engined: Really Critical Damage (2C) | Single-engined: Extra Critical Damage (EC) | Multi-engined (includes twin engine fighters and four engine bombers): Critical Damage (C) | Multi-engined: Really Critical Damage (2C) | Multi-engined: Extra Critical Damage (EC) |
|---|---|---|---|---|---|---|
| 1 | Hard Evade | Fuel Line Damage | Aileron or Wing Damage | Hard Evade** | Temporary Loss of Control** | Fuel Line Damage |
| 2 | Fuel Line Damage | Cockpit Hit** | Engine Damage** | Temporary Loss of Control | Fuel Line Damage | Critical Instrument Damage** |
| 3 | Cockpit Hit | Temporary Loss of Control | Pilot Hit | Fuel Line Damage |
** 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 basic speed (no adjusters). Bombers roll d6 again for loss of altitude. Descend one level on a score of 1,2 or 3. | Aircraft dives to the left (ie turn one hex facing to left IMMEDIATELY and move the aircraft at its basic speed in that direction, remembering to add one hex for the loss in altitude. Altitude drops by one band. | Aircraft dives to the right (ie turn one hex facing to right IMMEDIATELY and move the aircraft at its basic speed in that direction, remembering to add one hex for the loss in altitude. Altitude drops by one band. | Aircraft dives straight ahead. Immediately move the aircraft at its basic speed and descend one altitude band, remembering to add one hex for the loss in altitude. |
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
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 roll | Single and twin engine and aircraft without co-pilots | Four engine bombers and aircraft with trained co-pilots (not navigators, gunners, observers or bomb-aimers) |
|---|---|---|
| 2 or less | Pilot killed. Treat as catastrophic structural failure (this cell spans results 2 or less, 3 and 4) | Pilot and co-pilot both killed. Treat as catastrophic structural failure |
| 3 | (as above) | Pilot killed. Co-pilot OK |
| 4 | (as above) | Co-Pilot killed and Pilot wounded |
| 5 | Pilot wounded. No hard manoeuvres (this cell spans results 5, 6 and 7 or more) | Pilot & Co-Pilot both wounded |
| 6 | (as above) | Pilot wounded |
| 7 or more | (as above) | 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:
- Single engine aircraft: Break off and head home. May not climb. May not go above basic speed (ie do not throw d4). Can only perform easy manoeuvres. MAN rating permanently -1. Must test each turn for engine failure (roll d6 and adjust for pilot skill: Net 1 = engine failure, in which case treat as engine destroyed.
- Multi-engine aircraft: 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 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)
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 engines working? Immediately descend 1 altitude level. Player controlling the damaged aircraft rolls a d6 to see if the aircraft heads home: (Roll 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 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 destroyed? Reduce altitude by 1 level immediately. Once more than 50% of the engines are destroyed (i.e. a four engine bomber down to 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 | |
|---|---|---|---|
| Initial effect | Sprogs descend one altitude band immediately and then on subsequent movement turn roll d6 and adjust: | Sprogs and Regular descend one altitude band immediately and then on subsequent movement turn roll d6 and adjust: | All pilots descend one altitude band immediately and then on subsequent movement turn roll d6 and adjust: |
| Adjustments | Sprog -1; Junior Aces +1; Top Aces +2; +1 aircraft performs hard dive | Sprog -1; Junior Aces +1; Top Aces +2; +1 aircraft performs hard dive | Sprog -1; Junior Aces +1; Top Aces +2; +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 still burning. Test again next time | Fire upgrades to Very Serious Fire |
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 | |
|---|---|
| Top Ace | +2 |
| Junior Ace | +1 |
| Sprog | -1 |
| Exploding aircraft > Size 4 | -2 |
- 2 or more: No damage
- 1 or less: Temporary Loss of Control
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 | |
|---|---|
| Top Ace | +2 |
| Junior Ace | +1 |
| Sprog | -1 |
| Wounded | -1 |
| Aircraft on fire | -1 |
- 4 or higher: Successful bail out
- 3 or below: Still struggling with canopy, better luck next time.
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 rolls 1d6 and modifies: | Parachutist rolls 1d6 and modifies: | ||
|---|---|---|---|
| Firer is Top Ace | +2 | Top Ace | +2 |
| Firer is Junior Ace | +1 | Junior Ace | +1 |
| Firer is Sprog | -1 | Sprog | -1 |
| Firer is villainous swine | -1 | Wounded | -1 |
| Aircraft on fire | -1 |
This attack counts as a 'SHORT BURST' of fire.
- Attacker's total is greater: Parachutist is killed
- Defender's total is greater: Parachutist is not hit
- Results are equal: Parachutist is wounded.
Note: Observers, air gunners and other crew members who have bailed out and targeted count as Sprogs for this test.
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 | |
|---|---|
| Top Ace | +2 |
| Junior Ace | +1 |
| Sprog | -1 |
| Wounded | -1 |
| Engine damage | -1 |
| Wing or aileron damage | -1 |
| Critical Instrument Damage | -1 |
| Jet | -2 |
- 4 or above: Successful Crash Landing
- 3 or below: Crash! Pilot dies if adjusted score is negative, otherwise severely wounded. Aircraft written off. Jets explode.
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".
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. The result depends on how many times (the frequency) each score was obtained:
| Score on dice | Frequency 1 | Frequency 2 | Frequency 3 |
|---|---|---|---|
| 1 | - | - | Misfire! |
| 2 | - | - | HIT |
| 3 | - | - | HIT |
| 4 | - | - | HIT |
| 5 | - | Near Miss | HIT |
| 6 | Near Miss | HIT | HIT |
- Misfire: Rocket explodes on firing. Roll a d6 and adjust for pilot skill: 1-4 Catastrophic Structural Damage. 5 or more; Bad Wing AND Engine Damage.
- Near Miss: The target evades and is forced out of formation. Move the target aircraft two hexes left or right (firers choice - test for any collision). Sprogs also descend one altitude band. Regulars descend one altitude band if they have any prior damage.
- 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 target's current MAN rating:
| D6 + target MAN rating | Damage |
|---|---|
| 1 | Temporary Loss of Control |
| 2 | Aileron or Wing Damage + immediate altitude drop of 1 level |
| 3 | Bad Wing AND Engine Damage |
| 4 | Engine Destroyed |
| 5 | Very Serious Fire |
| 6 | Catastrophic Structural Damage |
| 7 | Explodes |
| 8 | Engine Damage + immediate altitude drop of 1 level |
| 9 | Bad Wing AND Engine Damage |
| 10 | Very Serious Fire |
| 11 | Catastrophic Structural Damage |
| 12 |
15. Flak
"Well, cram something in the hole, it's freezing my ass!" - B-17 pilot Lt 'Woody' Woddrop on being told a 155mm 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 tables 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. (No separate box is printed in the tables of this edition; the T column is shown below.) The firer may fire at each target using the full factor, it does not need to be split between targets.
In each table the rows are altitude bands and the columns are range in hexes; the final column is T.
Infantry or Ground Unit
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 3 | 0 | 0 | 0 | 0 | 0 | 0 |
| 2 | 0 | 0 | 0 | 0 | 0 | 0 |
| 1 | 1 | 0 | 0 | 0 | 0 | 1 |
Light Flak Position
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 3 | 1 | 0 | 0 | 0 | 0 | 1 |
| 2 | 1 | 1 | 0 | 0 | 0 | 1 |
| 1 | 3 | 1 | 1 | 0 | 0 | 1 |
Medium/heavy Flak Position (Ground)
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 6 | 3 | 3 | 1 | 1 | 1 | 1 |
| 5 | 3 | 3 | 3 | 2 | 1 | 1 |
| 4 | 4 | 3 | 3 | 3 | 1 | 2 |
| 3 | 5 | 4 | 3 |
Small Merchantman
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 6 | 0 | 0 | 0 | 0 | 0 | 0 |
| 5 | 0 | 0 | 0 | 0 | 0 | 0 |
| 4 | 0 | 0 | 0 | 0 | 0 | 0 |
| 3 | 0 | 0 | 0 |
Sub on Surface / Large Merchantman/MTB
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 5 | 0 | 0 | 0 | 0 | 0 | 0 |
| 4 | 0 | 0 | 0 | 0 | 0 | 0 |
| 3 | 1 | 1 | 1 | 0 | 0 | 1 |
| 2 | 2 | 2 | 1 |
Small Escort/VP Boot*
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 5 | 1 | 0 | 0 | 0 | 0 | 1 |
| 4 | 2 | 1 | 0 | 0 | 0 | 1 |
| 3 | 3 | 2 | 1 | 0 | 0 | 1 |
| 2 | 5 | 5 | 3 |
Large Escort / Destroyer
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 6 | 1 | 1 | 0 | 0 | 0 | 1 |
| 5 | 2 | 1 | 1 | 0 | 0 | 1 |
| 4 | 3 | 2 | 1 | 1 | 0 | 1 |
| 3 | 5 | 4 | 3 |
Cruiser
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 6 | 3 | 2 | 1 | 1 | 1 | 1 |
| 5 | 4 | 3 | 3 | 2 | 1 | 1 |
| 4 | 5 | 4 | 3 | 3 | 1 | 2 |
| 3 | 6 | 6 | 5 |
Battleship
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 6 | 4 | 4 | 2 | 2 | 2 | 2 |
| 5 | 5 | 5 | 5 | 4 | 2 | 2 |
| 4 | 7 | 6 | 5 | 5 | 2 | 3 |
| 3 | 8 | 8 | 7 |
Carrier
| Altitude | 0-5 | 6-10 | 11-20 | 21-30 | 31-40 | T |
|---|---|---|---|---|---|---|
| 6 | 1 | 0 | 0 | 0 | 0 | 1 |
| 5 | 1 | 0 | 0 | 0 | 0 | 1 |
| 4 | 2 | 1 | 0 | 0 | 0 | 2 |
| 3 | 3 | 2 | 1 |
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 (roll a d6):
| 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) - Basic: 0 dice. Needing 5's and 6's to hit.
- For each flak fire factor: +1 dice
- Firer designated as expert: +1 dice
- Firer designated as poor: -1 dice
- Firer designated as AA intense: +2 dice
- Targeting >1 aircraft this turn: -1 dice
- Target is size 3 or 4: +1 dice
- Target is size 5 or 6: +2 dice
- Any AA reduction due to damage: Minus as necessary
Defender (target) - Number of d6 equal to own manoeuvrability* plus (*remember if carrying bombs or torpedoes MAN rating is reduced). Needing 5's and 6's to save.
- Each level of altitude: +1 dice
- Target SPD rating >7: +1 dice
- Target SPD >10 (cumulative to above): +1 dice
- Each 10 hexes of range to target: +1 dice
- Target headed on straight bearing to firer: +1 dice
- Pilot is Top Ace: +2 dice
- Pilot is Junior Ace: +1 dice
- Pilot is Sprog: -1 dice
Effect of Flak Hits
| Number of net hits | Result | Effect of FLAK hit |
|---|---|---|
| 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) |
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 original diagram shows the resulting move to the right.)
15.4.2. Premature release of ordnance when driven off
Aircraft which are driven off by flak may prematurely release their ordnance. Roll a d6 and consult the table below:
| Pilot Type | Top Ace | Junior Ace | Veteran | Regular | Sprog |
|---|---|---|---|---|---|
| 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.
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!). For instance, the author combines 1/600th aircraft with 1/1250th 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). (The original diagram shows the principal hex for a ship six hexes in length.)
16.4. Moving Ground and Sea Units
Size ratings and maximum movement speeds for ground targets and surface vessels 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: Ground units (i.e. Infantry and Vehicles) may move in any hex direction with no penalty for turning up to their maximum speed.
- Trains: Trains are restricted to defined tracks - the path of which is assumed to be a straight line unless otherwise set within the scenario or dictated by your hex map
- Ships smaller than cruisers: Ships smaller than cruisers may change their hex facing by two sides during each move, providing their speed is at least two hexes (if speed is 1 then only 1 turn is permitted). Ships pivot around the principal hex described above. Ships cannot turn when stationary.
- Cruisers and above: Cruisers and above may only change their hex facing by one each move, pivoting around the principal hex described above. Cruisers may change their hex facing at any stage in their move whereas Battleships and Aircraft Carriers may only change their facing on their last hex of movement.
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. 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)
| Score or hits | Infantry | Vehicle Target | Flak Position | Building/ Bridge etc | Train | Small Merchantman | Larger Merchantman | Aircraft on Ground | Sub on surface | Sub diving | Small Escort or Flakship | Large Escort | Cruiser | Battle ship | Aircraft Carrier |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Size | 0 | 1 | 1 | 1-3 | 3 | 2 | 4 | 2 | 2 | 1 | 2 | 3 | 5 |
(The Building/Bridge etc column reads "See below" for all score rows; see 16.5.3.)
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
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 of hits | Airfield | Docks |
|---|---|---|
| 1 or below | Minimal Damage | Minimal damage. Lots of spray! |
| 2 | Minimal Damage | Some damage to non-essential buildings |
| 3 | Light damage to apron and dispersal areas | Some damage to non-essential buildings |
| 4 | Light damage to apron and dispersal areas | Some damage to dockyard buildings and storage areas. Some fires |
| 5 | Buildings damaged. | Some damage to dockyard buildings and storage areas. Some fires |
| 6 | Light damage to vital areas. Some fires | Light damage to vital areas. Some fires |
| 7 | Extensive damage to vital buildings. Major fires | Extensive damage to vital buildings. Major fires |
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 future A1 and A2 hits have no real impact. When a hit occurs that has already been inflicted to its maximum limit Ie when AA has already been destroyed, or 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' (below) to cumulate damage. By the use of this table we can escalate damage more sensibly to recreate the consequences of repeated hits.
Note that Pinned [P] and Suppressed [S] results cannot be 'upgraded'.
Damage ladder (in order):
- Is all AA capability destroyed? If NO: reduce AA capability as directed.
- If yes: Has HOC result been previously inflicted? If NO: incur High Officer Casualties (HOC).
- If yes: Has speed been reduced to zero? If NO: count as Engine Damage (ED).
- If yes: Treat as Holed result.
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:
Bombing Table
| Bomber: | Dive Bombing* | Skip Bombing | Glide Bombing | Level Bombing | Depth Charge |
|---|---|---|---|---|---|
| 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 |
Target: Needing 5's and 6's to save.
- Altitude of bomber (per level): +3 dice
- Target's SPD (per hex): +1 dice
Compare number of bomber 'hits' against number of target 'saves'.
| Result | Defender wins by 2 or more: Bad Miss | Defender wins by 1 or 2: Miss | Draw: Near Miss | Bomber wins by 1: Hit | Bomber wins by 2: Crucial Hit | Bomber wins by 3+: Precision Hit |
|---|---|---|---|---|---|---|
| Description | This result applies to Skip Bombing and Depth Charges only. Other treat as Miss. Bombs detonate on impact with water. Aircraft suffers a Temporary Loss of Control for which it must test as per damage sustained from enemy fire | No effect | A bomb explodes close enough to damage the target. This result can be particularly effective against small vessels and some soft targets. | Maybe a glancing blow or possibly something more substantial. | A hit but with an increased probability of causing greater damage. | A potentially much more effective hit. Maybe enough to completely destroy some small targets. |
Roll on the Target Table (Page 43) with a modifier as shown in the table below.
| Result | Infantry | Vehicle Target | Flak Position | Building/Bridge | Train | Small Merchantman | Larger Merchantman | Aircraft on Ground | Sub on surface | Sub diving | Small Escort/Flakship | Large Escort | Cruiser | Battle ship | Aircraft Carrier |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Near Miss | P | P | P | - | - | R | R | R | R | R | R | R | R |
- R: Roll d10 and consult Target Table
- R+1: Roll d10, add one to the result and consult the Target Table
- R+2: Roll d10, add two to the result and consult the Target Table
- R+3: Roll d10, add three to the result and consult the Target Table
For bombs of 500kg or above and Kamikaze strikes roll 2d6 instead of a d10 but still apply the modifier
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 the torpedo will 'drift' one hex to the right.
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 in the original rulebook 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.
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 different scales - perhaps where the ships are smaller (1/3000th) 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.
| d6 | Germany 1942 or earlier | Germany 1943-45 | Great Britain | Italy | Japan, France & Russia | USA 1942 or earlier | USA 1943 | USA 1944-45 |
|---|---|---|---|---|---|---|---|---|
| 1 | dud | dud | dud | dud | dud | dud | dud | dud |
| 2 | dud | dud | OK | OK | dud | dud | dud | OK |
| 3 | dud | 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: Basic 6 dice. Needing 5's and 6's to hit.
- Target: Target size (each point from Target Table) +1 dice; End on Hit +4 dice. Needing 5's and 6's to save.
Result:
- Defender throws more 5's and 6's than attacker: Glancing blow. Vessel suffers minor damage only. All AA fire suppressed for next 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
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: Firer rolls two d6 and adds the score. This score is then adjusted up or down by the modifiers in the columns to the right.
| How many rockets | |
|---|---|
| Single Rocket | -1 |
| One pair | 0 |
| Two Pairs | +1 |
| Three Pairs | +2 |
| Four Pairs | +3 |
| Five Pairs | +4 |
| Six Pairs | +5 |
| Specific Adjusters | |
|---|---|
| Rockets fired are >25lb | +1 |
| Long is over 5 hexes [as printed] | -2 |
| Range > 8 hexes (cumulative) | -4 |
| Firer is Sprog | -1 |
| Firer is Junior Ace | +1 |
| Firer is Top Ace | -2 [as printed] |
| Pilot of firing plane is wounded | -2 |
| Firer has enemy on his tail | -6 |
Net Score: This net score is then adjusted by the defenders dice throw (see box below) and then cross referenced for effect on the Target Table
Rocket failure: Any double thrown fails instantly as rockets fail to launch. Better luck next time. Top Aces ignore Double One or Double Two. Junior Aces Ignore Double One results.
The target: The target throws a number of d6 equivalent to his current speed rating (see table below and adjust for damage sustained). Any 6 thrown enables him to reduce the attackers final score by one point.
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 Score | Attribute | Description and effect |
|---|---|---|
| 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 Wanted | Roll a d6: 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 |
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
- 1 = Less than 1,000ft
- 2 = Less than 5,000 feet
- 3 = 5,000 to 7,500ft
- 4 = 7,500 to 10,000ft
- 5 = 10,000 to 13,000ft
- 6 = 13,000 to 17,000ft
- 7 = 17,000 to 20,000ft
- 8 = 20,000 to 23,000ft
- 9 = 23,000 to 27,000ft
- 10 = 27,000 to 30,000ft
- 11 = 30,000 to 33,000ft
- 12 = Above 33,000ft
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 2d6 | Pacific | Mediterranean | Europe | Arctic |
|---|---|---|---|---|
| 2 | No clouds | No clouds | No clouds | No clouds |
| 3 | No clouds | No clouds | No clouds | No clouds |
| 4 | No clouds | No clouds | Solid Cloud Layer at Altitudes 1 and 2 | No clouds |
| 5 | No clouds | Dotted clouds at Altitude 1 | Solid Cloud layer at Altitude 1 | Solid Cloud layer at Altitude 1 |
| 6 | Dotted clouds at Altitude 1 | Dotted clouds at Altitude 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 in the original rulebook. Note that this affects individual aircraft and may result in a break in formation.
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 | ||
|---|---|---|---|
| Sprog | -1 | Pilot Wounded | -1 |
| Regular | 0 | Aircraft Damaged | -1 |
| Veteran | +1 | Carrier Damaged | -1 |
| Junior Ace | +1 | Carrier under attack | -1 |
| Top Ace | +2 |
- 4 or more: Text book landing
- 3: Good landing
- 2: Poor landing. Aircraft damaged.
- 1: Flight deck out of action for d6 turns
- 0: Ditched: Pilot and crew recovered but aircraft lost.
- Below 0: Crashed into the sea and sank. No survivors
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 in the original rulebook.
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, adjusted for pilot skill: Sprog -1, Regular 0, Veteran +1, Junior Ace +1.
- 3 or more: No problem
- 2 or below: SPIN! Descend 1 altitude band straight down immediately, turn two hex faces to the right. Pilot may attempt to recover in a subsequent 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.
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. Note: A natural throw of 12 is always a precision hit.
| Modify | |
|---|---|
| Top Ace | +1 |
| Junior Ace Veteran/ Regular | 0 |
| Sprog | -1 |
| Aircraft is damaged | -1 |
| Range greater than 4 hexes | -2 |
| Range over 6 hexes (cumulative) | -2 |
| Optional Pilot characteristics (see Page 51) | + or - |
- 11 or more: Precision hit
- 9 or 10: Crucial Hit
- 8 or below: Miss
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:
- Descends one altitude level and shifts d6 hexes to the left, retaining its original orientation.
- Descends one altitude level and shifts d6 hexes to the right, retaining its original orientation.
- Descends one altitude level and shifts 2 hexes to the left, retaining its original orientation
- Descends one altitude level and shifts 2 hexes to the right, retaining its original orientation
- Doodlebug executes easy turn to the right in its next turn
- 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 / Regular | Veteran | Ace |
|---|---|---|---|
| Success! Doodlebug is tipped and heads into ground. Treat as catastrophic structural failure | 6 | 5+ | 4+ |
| Partial Success. The doodlebug changes direction by one hex face AWAY from the side the pursuit fighter is on | 5 | 4 | 3 |
| Collision. The doodlebug has collided with the fighter. Fighter suffers temporary loss of control. V1 has 50% chance of turning one hex face TOWARDS the pursuit fighter | 3,4 | 3 | 2 |
| 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 |
Appendix: Johnny Danger's Intelligence Briefing - 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 Shotai 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 in the original rulebook 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 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 in the original rulebook shows a loose variant of this formation that is acceptable in BTH.
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, 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 fighter escorts conducted by the 8th 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.
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 shotai 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!
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 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 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 realised that bombing needed to take place at night to protect the large aircraft from their smaller antagonists. The arrival of the 8th 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 formations whilst Me109 (normally G variants) tussled with fighter escorts). In practice though, such luxuries of distinct duties was hard to maintain in desperate straits.
"Wir greifen von vorne an, schnauze auf schnauze!" (We attack from front on, snout to snout!) - Assaulting the combat box, 1943.
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.
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.
Appendix: Aircraft Data Tables
Key
- MAN rating underlined denotes improved rate of roll (shown below as "(R)" after the MAN rating)
- * 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.
| Name | Main User | SPD | MAN | ALT | ROC | ROB | SIZ | Front | Right | Left | Rear | Ammo Limit | Notes and Specific Rules |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Aichi D3A1 VAL | Japan | 5 | 4 | 6 | 2 | 1 | 2 | 2 | 0 | 0 | 1 | 12 | |
| Amiot 143M | France | 4 |
Appendix: Aircraft Record Sheets
Blank Aircraft Record Sheets and Torpedo markers are printed as cut-out pages in the original rulebook (graphic pages, not transcribed). Additional aircraft record sheets and card templates are available free from www.toofatlardies.co.uk.
Scenario: "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 attacking out of the sun and may have an altitude advantage. Axis flight has enough fuel for 10 turns after which it must break off action and exit the top table edge.
ALLIED FLIGHT also comprises one section (Allied Section 1) but is more likely to be at a lower Altitude. However, Allied Section 1 is led by a Top Ace. Allied flight has no fuel limit in this game.
Table set up: This is how your table may look if you are using a basic sky blue hex grid. The starting positions and angle of the sun are shown in the original diagram.
Order of Battle (constructed using tables in Section 3)
| 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 Section One: Position | Pilot Type |
|---|---|
| Allied Section Leader | Top Ace |
| Section Pilot (no. 2) | Regular |
| Section Pilot (no. 3) | Veteran |
| Section Pilot (no. 4) | Sprog |
Note on formations: it is assumed both sides are able to operate as pairs.
Blinds: Each player begins with one bogey marker for each aircraft in his force (i.e. 4). There are no dummy blinds in this scenario.
Determining start altitude: At the start of this scenario each player rolls 1d6 to determine the starting altitude of his flight*:
| D6 score | Axis | Allied |
|---|---|---|
| 1 | ALT 3 | ALT 1 |
| 2 or 3 | ALT 4 | ALT 2 |
| 4 or 5 | ALT 5 | ALT 3 |
| 6 | ALT 6 | ALT 4 |
*aircraft may not start at an ALT band that exceeds the aircraft's own max ALT rating on the aircraft data tables.
Cards: This scenario will use the following cards (cards marked * are in the pack from the beginning, others will be added as units are spotted): Axis Bogeys*, Allied Bogeys*, Axis Section 1 Move, Axis Section 1 Fire, Allied Section 1 Move, Allied Section 1 Fire, Axis Section Leader, Allied Section Leader, Allied Top Ace Bonus, Altitude Bonus*, Allied Formation Bonus, Axis Formation Bonus, Bail Out*, The Blank Card*. PDF versions of the cards for this scenario are available for free download from www.toofatlardies.co.uk.
Victory conditions:
- Axis Flight: 1 point for each of its own aircraft that exits the top table edge.
- Allied Flight: 1 point for each of its own aircraft aloft at the end of the game.
- Both: 1 point for each enemy aircraft confirmed [as printed].
The flight with the most points at the end of the game is deemed the winner.