Convair B-36B Peacemaker

[Diamondback]

Couple more fire-arc illustrations from The Manual...



Also, for Arctic markings the hi-viz stuff should be Insignia Red not International Orange.

[OldGuy59]

Most of the gun arcs in Wings of War/Glory are restricted for game mechanics reasons, and not completely accurate. Waist and rear-firing guns could fire below the level of the plane, but the game started without altitude, so it wasn't an issue.

I go by this image, the first I ran into (IIRC) as I started working on cards:


The diagram above of the Ju-87 shows the optimum firing arc, and pretty much disposes of the tail blind spot, and allows shooting at targets below and behind the plane. Not something allowed in the game, presently.

So, most turrets (not all) in Real Life usually had some negative elevation, and should allow shooting at targets below/above level. It may not happen, if we stick to current game mechanics.

[Jager]

Most of the gun arcs in Wings of War/Glory are restricted for game mechanics reasons, and not completely accurate. Waist and rear-firing guns could fire below the level of the plane, but the game started without altitude, so it wasn't an issue.

Making the firing arcs more restrictive is also a game balancing mechanic. With no modifiers for deflection or taking account of turret turn rates, multi-gunned aircraft can be very unhistorically lethal to an attacking aircraft.
Just try and approach a box of B-17s without getting shredded.
Karl

[Diamondback]

Another note, the magnesium construction made these aircraft so vulnerable to fire that the Fire Checklist basically went straight to "hit the silk" because they went up like the Hindenburg.

Proposed rule for this:
Flammable Materials - This aircraft takes Fire special damage at twice normal rate.
Would also be applicable to Northrop P-79 Bantam too.

[Jager]

Another note, the magnesium construction made these aircraft so vulnerable to fire that the Fire Checklist basically went straight to "hit the silk" because they went up like the Hindenburg.

Proposed rule for this:
Flammable Materials - This aircraft takes Fire special damage at twice normal rate.
Would also be applicable to Northrop P-79 Bantam too.

Interesting. Good to know.
Much like the 70s and 80s model BMPs

Karl

[Diamondback]

Interesting. Good to know.
Much like the 70s and 80s model BMPs

Karl

Yeah, going up like a Zippo with two 15MT Runts in the bays... well, I'll bet even if anyone survived their undies WOULDN'T, and it'd probably be raining brown on the folks below for a bit. (Remember, ONE of these things damaged the test-drop plane beyond return-to-service and it needed a YEAR for the radiation to subside before they could scrap it...)

[Diamondback]

B-36 Fire Chcklist:

3-1 FIRES.

3-2 ENGINE FIRE ON THE GROUND.

3-3. Pilot shall advise his crew, signal to ground crew equipped with portable equipment, and notify the control tower. Flight engineer shall position his controls as follows:

a. Exciter Control Relay Switch (26, figure 1-4) - "OFF," if engine on fire is equipped with an alternator.
b. Mixture Control Lever - "IDLE CUT-OFF."
c. Throttle Lever - ''CLOSE.''
d. Engine Air Plug Control Switch (103, figure 1-4) -"CLOSE."
e. Fire Extinguisher Discharge Selector Switch ( 46, figure 1-4) - "DISCHARGE # 1."
f. Fire Extinguisher Engine Selector Switch (45, figure 1-4) -When the engine has almost stopped, hold the switch "ON" for at least five seconds.
g. Engine Fuel Valve Switch (88, figure 1-4) - "CLOSE."
h. Engine Oil Shut-off Valve Switch (47, figure 1-4) -"CLOSE." .
i. Ignition Switch (55, figure 1-4) - "OFF."
j. Fire Extinguisher Discharge Selector Switch - "DISCHARGE # 2," and repeat step f if first discharge is not adequate.

3-4. ENGINE FIRE IN FLIGHT.

3-5. In the event of an engine fire the pilot shall warn and advise all members of the crew. The flight engineer shall position controls of the affected engine as follows:

a. Exciter Control Relay Switch- "OFF."
b. Engine Fuel Valve Switch- "CLOSE."
c. Engine-Oil Shut-off Valve Switch - "CLOSE."
d. Propeller Feather Switch (121, figure 1-4) - "FEATHER."
e. Mixture Control Lever - "IDLE CUT-OFF," simultaneously with feather.
f. Engine Air Plug Control Switch - "CLOSE."
g. Fire Extinguisher Discharge Selector Switch" DISCHARGE # 1."

Note
If fire fails to go out after the first discharge, place the discharge selector switch in the "DISCHARGE #2" position and repeat step h:

i. Ignition Switch- "OFF."
j. Cabin Pressure Wing Shut-off Valve Switch (96, figure 1-4) - Shut off pressure from wing which has engine fire and use the pressure from the other wing if it is needed.
k. Cabin Heat and Tail Anti-ice Control Switch (105, figure 1-4) - "OFF," if fire is in engine No. 3 or No. 4.
h. Fire Extinguisher Engine Selector Switch - On correct engine number; hold "ON" for at least five seconds.
l. If fire is in engine Nos. 1, 2, 5, or 6, appropriate Anti-ice Control Switches (104, figure 1-4) - "OFF."
m. Cooling Air Control Switch (95, figure 1-4) - "OFF," if fire is in engine No. 4.

3-6. FUSELAGE FIRES.

3-7. Reduce drafts by shutting off the pressurized or ventilating air. Isolate the fire by use of valves and doors. Know locations and limitations of fire extinguishers.

a. Crew-Close doors or other openings.
b. Locate cause of fire.
c. Crew-If electrical, isolate the circuit.
d. Crew-If caused by fluid leak, stop the flow.

Note
If the ventilating fans are operating, they must be turned off by placing the Cabin Pressure Wing Shut-off Valve Switch in the "OFF" position.

e. Engineer-Cabin Pressure Wing Shut-off Valve Switch-"OFF," if necessary.
f. Engineer-Aft Cabin Pressure Control Switch (97, figure 1-4)-"OFF," if necessary.
g. Crew-Aft Cabin Manual Pressure Shut-off Valve (figure 3-1)-"OFF," if necessary.
h. Crew-Oxygen masks-As required.
i. Crew-Hand fire extinguishers. (See figure 3-2.)
j. Crew-Open dump valves, doors, or blisters as required, AFTER fire is out.

3-8. WING FIRES.

3-9. A wing fire involving fuel or oil tank leaks, etc., may be difficult to identify because the smoke or flame will probably emerge from the engine-nacelle. A wing fire will therefore probably be reported as an engine fire by scanners in the rear cabin and should be fought as such until all methyl bromide is exhausted. The engineer will turn off the anti-icing and cooling systems and will stop the flow of cabin pressure air from the wing on fire by positioning the cabin pressure wing shut-off valve switch. Use pressure from the other wing. After the fire is out, allow a reasonable length of time for fumes to disappear before investigating the damage via the wing crawlway.

What this suggests to me is a Zippo "negative ability" that can be partially mitigated with an "Expert Firefighting" crew skill.