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EspañolFOCKE-WULF FW 190
(Redirected from FW-190)
The Focke-Wulf 'Fw 190 Würger' ("shrike"), often called 'Butcher-bird', was a single-seat, single-engine fighter aircraft of Germany's ''Luftwaffe'', and one of the best fighters of its generation. Used extensively during the Second World War, over 20,000 were manufactured, including around 6,000 fighter-bomber models. Production ran from 1941 to the end of hostilities, during which time the aircraft was continually updated. Its final incarnations retained qualitative parity with Allied fighter planes, although Fw 190s lagged far behind in production numbers.
The Fw 190 was well liked by its pilots, and widely regarded as superior to the front line Supermarine Spitfire Mk V on its combat debut in 1941 [1]. Compared to the Bf 109, the Fw 190 was a "workhorse," employed in and proved suitable for a wide variety of roles, including ground attack, long-range bomber escort, night-fighter and (especially in the "D" version) high-altitude interceptor.
In autumn 1937, the ''Reichsluftfahrtministerium'' (RLM) or Reich Air Ministry asked various designers for a new fighter to fight alongside the Messerschmitt Bf 109, Germany's front line fighter. Although the Bf 109 was at that point an extremely competitive fighter, the RLM was worried that future foreign designs might outclass it and wanted to have new aircraft under development just in case.[2]
Kurt Tank responded with a number of designs, most incorporating liquid-cooled inline engines. However, it was not until a design was presented using the air-cooled, 18-cylinder BMW 139 radial engine that the RLM's interest was aroused. At the time, use of radial engines was unusual in Europe because of their large frontal area and the belief that they caused too much drag to allow for a competitive design. Tank was not convinced of this, having witnessed the success of the Pratt & Whitney Wasp radial engines used by the US Navy, and designed a highly streamlined mounting for the engine.[3] Instead of leaving the front of the engine "open" to allow cooling air to flow over the cylinders, Tank used a very small opening between the engine cowling and an oversized propeller spinner to admit air, blowing it over the engine with a fan. In theory, the use of the tight-fitting cowling also provided some thrust due to the compression of air at speed through the cowling.[4]
It was also believed that because Fw 190 used a radial engine it would not affect production of the Bf 109, furthering the RLM's interest in the Fw 190.[5]
The first prototype, the 'Fw 190 V1' powered by a 1,550 hp BMW 139 18 cylinder radial engine, with civil registration 'D-OPZE', was flown on 1 June 1939 and soon showed exceptional qualities for such a comparatively small aircraft, with excellent handling, good visibility and speed (initially around 610 km/h (380 mph)).[6] The roll rate was 162 degrees at 410 km/h (255 mph) but the aircraft had a high stall speed of 205 km/h (127 mph). According to the pilots who flew the first prototypes, its wide landing gear made takeoff and landing easier, resulting in a more versatile and safer aircraft on the ground than the Bf 109.
Problems with a far-forward cockpit location, directly behind the engine, resulted in a cockpit that became too hot for comfort. In fact during the first flight, the temperature reached 55 C (131 F), after which Focke Wulf's chief test pilot, Hans Sander commented: "It was like sitting with both feet in the fireplace."[7] For months, Focke Wulf and BMW traded blame. Finally, BMW convinced Tank and the RLM to drop the 139 engine in favor of the new 801 engine. The 801 engine was similar in diameter to the 139, although it was heavier and longer by a considerable margin. This required Tank to redesign the 190. Even with the new engine and the cooling fan, the 801 suffered from very high rear row cylinder head temperatures which, in at least one case, resulted in the detonation of the fuselage mounted MG 17 ammunition.
Engine problems plagued the 190 for much of its early development, and the entire project was threatened several times with a complete shutdown. If not for the input of ''Oberleutnants'' Karl Borris and Otto Behrens, both of whom had enlisted in the ''Luftwaffe'' as mechanics, the Fw 190 program might very well have died before reaching the front lines. Borris and Behrens could see past the limitations of the Fw 190 and the 801 and see a formidable fighter. During several RLM commissions that wished to terminate the program, both men indicated that the Fw 190's outstanding qualities outweighed its deficiencies.
These deficiencies were corrected in later V-series prototypes before the A-0 production prototypes were built. Examples of the A-0 series were delivered to front-line squadrons in late 1940, but the aircraft did not reach combat units in any numbers until August and September 1941. Engine reliability problems (overheating was the primary concern) seen in the prototypes continued to plague the Fw 190 until spring 1942 and the availability of the BMW 801 C-2 engine in the Fw 190 A-2. In fact, the problem was solved by simply rerouting part of the exhaust system, a method discovered by III./JG 26's Rolf Schroedter. To further help matters, the rerouting could be done easily in ''Gruppe'' workshops.
For the first few months of the Fw 190's combat career, the Allies, being entirely unaware of the new fighter, attributed pilots' reports of a new 'radial-engined fighter' to Curtiss P-36 Mohawks captured from the French. The new fighter outperformed the Spitfire Mk V then in service with the RAF in all aspects except turning radius. As Allied fighter losses rose and local air superiority over the Channel front passed to the ''Luftwaffe'', Allied plans were tentatively made to launch a Commando raid on a ''Luftwaffe'' airfield to snatch a Fw 190 for evaluation. However, the British acquired an intact Fw 190 A-3 in late June 1942, when ''Jagdgeschwader'' 2 pilot Oblt. Armin Faber landed on a British airfield by mistake.[8] Taking advantage of this, the RAF was quick to study the aircraft for any novel design elements.[9] In particular, the cooling system and installation of Fw 190's radial engine was a direct influence on Hawker Siddeley's Tempest II. The British confirmed that the Fw 190 could outperform, in most aspects, the then top-of-the-line Spitfire Mk V. In terms of firepower, rate of roll and straight line speed at low altitude, the Fw 190 was considerably better, a discovery which prompted the rush development of the Spitfire Mark IX with the new two-stage supercharged Merlin 61 engine.
The Fw 190's first significant mass engagement took place on 19 August 1942, during Operation Jubilee, the Allied raid on Dieppe. ''Jagdgeschwaders'' JG 2 and JG 26 had recently converted from the Bf 109, fielding 115 fighter aircraft during the day's fighting, including a small number of Bf 109 G models. The RAF committed over 300 fighter aircraft, consisting mostly of Spitfire V models, with just six squadrons of Spitfire Mk IX, and also some of the new Hawker Typhoons. In addition several squadrons of Hawker Hurricanes and RAF Mustangs performed fighter-bomber and reconnaissance duties. During the action, the two ''Jagdgeschwadern'' lost 25 Fw 190s to all causes, including crashes, but, in return, they claimed 106 Allied aircraft. Fighting over occupied territory, the RAF lost 81 pilots and aircrew killed or taken prisoner, against ''Luftwaffe'' fighter losses of 14 pilots killed. [1] During the engagement, the Fw 190 was also successfully used against Allied naval vessels as an attack aircraft. [2]
On the Eastern Front, the Fw 190 achieved great renown with the celebrated unit, JG54 ''Grünherz'', the ''Jagdgeschwader'' most often associated with the Fw 190 and the first to complete the transition from the Bf 109 in March 1943. With the "butcher bird," as the Fw 190 was informally known, JG54 produced some of the highest-scoring fighter aces in history, among them Otto Kittel (267 victories) and Walter Nowotny (255 victories).
During 1943, the Fw 190 equipped specialist ''Jabo Staffeln'' of both JG 2 and JG 26, undertaking nuisance fighter-bomber raids on the south coast of England. Initial successes were soon replaced by mounting losses and negligible bombing results as the raids were countered by the Hawker Typhoon's capabilities at low-level. The fighter-bomber and ground attack versions were introduced in increasing numbers on the Eastern Front throughout 1943, replacing the obsolete Junkers Ju 87.
As the USAAF's daylight bombing offensive grew in size through 1943, the Fw 190 became a "bomber-destroyer" with ever heavier armament and armour fitted. The type's performance above 20,000 feet dropped off considerably as a result, making the Fw 190 an increasingly vulnerable target for Allied escort fighters.
There were nine distinct sub-variants of the original Fw 190 A.
The 'Fw 190 A-1' first rolled off the assembly lines in June 1941. The first few models were shipped to the ''Erprobungsstaffel'' (formerly from II./JG 26 ''Schlageter'') for further testing. Following testing the Fw 190 A-1s entered service with II./JG 26 stationed outside of Paris, France. The A-1 was equipped with the BMW 801C-1 engine, rated at 1,560 hp (1,160 kW). Armament consisted of two fuselage mounted MG 17s, two wing root mounted MG 17s and two outboard wing mounted MG FF/Ms. For the most part, the MG 17s were thought to be almost useless in what was then modern air combat and therefore gained the nickname "rattles." There were 102 Fw 190 A-1s built between June and August of 1941. The A-1 models still suffered from the overheating that prototype Fw 190s suffered from in testing. Many of these early engines reached only 30-40 hours of use (sometimes less) and had to be replaced soon after.[10]
The first 'Fw 190 A-2's were assembled in August 1941. Equipped with the BMW 801 C-2, producing 1,600 hp (1,190 kW), the new engine finally resolved most of the overheating issues. The addition of new ventilation slots on the side of the fuselage aided cooling further. The A-2 wing weaponry was updated, with the two wing root mounted MG 17s being replaced by 20 mm MG 151/20E cannons. With the introduction of the new cannons, the Revi C12/C gun sight was upgraded to the new C12/D model. Some A-2s were also outfitted with the ETC-501 bomb rack. Another major change switched the hydraulic landing gear to electric actuation, as issues had been reported in combat units with the A-1 gear. The introduction of the A-2 marked a shift in air supremacy from the British and the Spitfire Mk V to the Germans. Due to similarities with the A-3, most build numbers of the A-2 include the A-3 model. About 910 A-2 and A-3s were built between October 1941 and August 1942.[11]
Production of the 'Fw 190 A-3's started in spring 1942. The A-3 model was equipped with the BMW 801D-2 engine, which increased power to 1,700 hp (1,270 kW) by raising the compression ratio and increasing the power of the compressor. Due to these changes the A-3 model required a higher octane fuel – 100 (C3) versus 87 (B4). The A-3 retained the same weaponry as the A-2. Soon after entering service on the Eastern Front, the A-3 controlled the air over Russia. The A-3 also introduced the ''Umrüst-Bausätze'' – factory conversion sets. The U1 featured an ETC-501 bomb rack with the removal of the MG FFs in the outer wings. The U2 added RZ 73 mm rocket launchers inside the wing, with three launchers per wing. The U3 introduced the ''Jabo'' (''Jagdbomber''), adding an ETC-501 center line bomb rack and one SC-50 bomb under each wing. The U3 retained the fuselage mounted MG 17s and the MG 151 wing cannons. The U4 was a reconnaissance version with two Rb 12.5 cameras in the rear fuselage with armament similar to the U3, however the ETC-501 was typically fitted with a 300 l drop tank. There were also a small number of U7 aircraft tested as high altitude fighters armed with only two MG 151 cannons, but a reduced overall weight. See the A-2 model for build numbers.[12]
Introduced in June 1942, the 'Fw 190 A-4' was equipped with the same engine and basic armament as the A-3. It was, however, equipped with updated radio gear, and in some instances pilot-controllable engine cooling vents. The A-4's main improvement was the number of ''Umrüst-Bausätze'' versions. The U1 was outfitted with under wing bomb racks and the removal of all armament with the exception of the MG 151 cannons. The U3 was designed as a Jabo, fitted with under wing ETC-501 racks, which could be fitted with either SC-250 bombs or 300 l drop tanks. The U3 also was deployed in night missions having some slight modifications such as exhaust suppressors and landing lights being fitted. The U3 served as the basis of the Fw 190 F-1 assault fighter. The U4 was a reconnaissance fighter, with two Rb 12.4 cameras in the rear fuselage and a EK16 or Robot II gun camera. The U4 was equipped with the fuselage mounted MG 17s and MG 151 cannons. The U7 was a high-altitude fighter, easily identified by the compressor air intakes on either side of the cowling. Galland himself flew a U7 in the spring of 1943. The U8 introduced the ''Jabo-Rei'' (''Jagdbomber Reichweite''), adding a 300 l drop tank on the centerline and two SC 50 bombs under each wing. The MG FF/M cannons were sometimes removed which allowed the addition of two SC-250 mounted on each side of wing mounted drop tanks. The U8 served as the basis of the Fw 190 G. Some A-4s were outfitted with underwing WGr 21 rocket mortars, these were designated Fw 190 A-4/R6. A total of 976 A-4s were built between June 1942 and March 1943.[13]
The 'Fw 190 A-5' was developed when it was found that the Fw 190 could easily carry more ordnance. The nose was lengthened by 15 cm, and the aircraft was equipped with the BMW 801D-2 engine, rated at 1,700 hp (1,270 kW). New radio gear, including IFF (via the FuG 25a) and the newly invented electronic artificial horizon found their way into the A-5. The A-5 retained the same basic armament as the A-4. The A-5 too, saw several ''Umrüst-Bausätze'' kits. The U2 was designed as a night ''Jabo-Rei'' and featured anti-reflective fittings and exhaust flame dampeners. A center line ETC-501 rack typically held a 250 kg bomb, and wing mounted racks mounted 300 l drop tanks. A EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The U2 was armed with only two MG 151 cannons. The U3 was a Jabo fighter fitted with ETC-501s for drop tanks and bombs; it too featured only two MG 151 for armament. The U4 was a "recon" fighter with two Rb 12.5 cameras and all armament of the base A-5 with the exception of the MG FF cannons. The U8 was another ''Jabo-Rei'' outfitted with SC-250 centerline mounted bombs, under wing 300 l drop tanks and only two MG 151s; the U8 later became the Fw 190 G-2. A special U12 was created to fight American and British bombers, outfitted with two 20 mm cannons, two 30 mm cannons and two 13 mm machine guns. Other A-5 versions featured wing mounted cannon and machine gun pods such as the WB 151/20 pod. There were 1,752 A-5s built from November 1942 to June 1943.[14]
The 'Fw 190 A-6' was developed to fix the shortcomings found in previous A models when fighting US heavy bombers. Modifications to the type to date had caused the weight of the aircraft to creep up. To combat this and to allow better weapons to be installed in the wings, a larger, bigger, lighter wing was designed. This new wing was introduced into production with the A-6. The normal armament was increased to two MG 17 machine guns and four MG 151/20E cannons. It is believed the MG 17s were kept because their tracer rounds served as a targeting aid for the pilots. New armor plates were added to the canopy in order to fit the new canopy fittings, as well as a new FuG 16ZE radio navigation system. The A-6 was outfitted in numerous ways with various ''Rüstsätze'' (field modification kits) sets, including a 30 mm thick transparent armor plates added to the canopy and windshield to better protect the pilots from tail gunners of the heavy bombers. More flexible than the factory upgrade kits for previous versions, these field upgrade kits allowed the A-6 to be refitted in the field as missions demanded. About 1,055 A-6s were built between May 1943 and March 1944.[15]
The 'Fw 190 A-7' was based on the Fw 190 A-5/U9, and entered production in November of 1943. The A-7 was equipped with the BMW 801 D-2 engine, again producing 1,700 hp (1,270 kW). The basic armament was finally updated to include two fuselage mounted MG 131, two wing root mounted MG 151s and two outer wing mounted MG 151s. The Revi gun sight was updated to the new 16B model. The addition weight of the new weapon systems required the updating of the wheels to a reinforced rim to better deal with typical combat airfield conditions. The A-7 was typically outfitted with the centerline mounted ETC-501 rack. There were several major ''Rüstsätze'' for the A-7 many including WGr 21 rockets. 701 A-7s were produced from November 1943 to April 1944 to move assembly lines to the A8.[16]
The 'Fw 190 A-8' entered production in February 1944. The A8 model introduced the ''erhöhte notleistung'' emergency boost system to the fighter variant of the Fw 190A (a similar system had been fitted to some earlier jabo variants of the 190A). The ''erhöhte notleistung'' system operated by spraying additional fuel into the fuel/air mix cooling it and allowing higher boost pressures to be run, but at the cost of much higher fuel consumption. The A-8 was equipped with a new wooden propeller easily identified by its wide paddle-shaped blades and a new canopy design similar to the “bubble” canopies in widespread use by the Allied air forces. Nearly a dozen ''Rüstsätze'' kits available for the A8, including the famous A8/R2 and A8/R8 models which were outfitted with heavy armor including 30 mm canopy and windscreen armor, 5 mm cockpit armor and upgraded outer wing cannons to the MK 108 30 mm cannon that could destroy most heavy bombers with two or three hits. Over 6,550 A-8 airframes were produced with at least eight factories turning out the fighter.[17]
The 'Fw 190 A-9' was the last A model produced, and was first built in September 1944. The A-9 was fitted with the new BMW 801S, called the 801TS or 801TH when shipped as a “power-egg”, or ''Kraftei'', engine (an aircraft engine installation format embraced by the ''Luftwaffe'' for a number of engine types on operational aircraft, partially for easy field replacement), rated at 2,000 hp (1,490 kW); the more powerful 2,400 hp (1,790 kW) BMW 801F-1 was not available. Cowl mounted armor was upgraded from the 6 mm on earlier models to 10 mm. The cooling fan changed from the 12 blades on previous versions to 14 blades. The cowling of the A-9 was also made slightly longer than that of the previous Anton's due to the use of a larger, more efficient, heavier armored annular radiator for the oil system. One of the more significant changes was the move from the flat-top canopy to a "blown" bubble canopy similar to those used on some Allied fighters. This canopy upgrade also included the flared armored headrest. The canopy changes later were fitted to the A-8 and F models. Plans for the A-9 also included a newer wooden 11' 6" propeller, however most A-9s were fitted with the standard VDM metal prop. The A-9 was also designed originally as an assult ship, so the wing leading edges were to have been armored, however this did not make it past the design stage in order to save weight. The A-9 was very similar to the A-8 in regards to the armament and ''Rüstsätze'' kits. 910 A-9s were built between Late 1944 and May 1945, mostly in Focke Wulf's Cottbus factory.[18]
The 'Fw 190 A-10' was to have begun arriving in pilots hands in March of 1945. The A-10 was to have been fitted with larger wings for better manuverability at higher altitudes, and allowing increased space for additional Mk 103 cannons. The A-10 was to be powered by the 801F engine. However due to the prority given to the Dora's and the new Ta 152, the A-10 never made it past the prototype stage.[19]
In total about 13,291 Fw 190As were produced in all variants.[20]
Even before the Fw 190A was introduced into service it was obvious that the high-altitude performance of the aircraft left much to be desired. The BMW 139 (and the 801 that followed) had originally been designed as a high-power replacement for engines like the BMW 132 that were used primarily on low-altitude cargo aircraft and bombers, so the designers had not invested much effort in producing high performance superchargers for it. In contrast, the Daimler-Benz DB 601 engines used on the Bf 109 featured an advanced "soft-clutched" supercharger that provided excellent boost across a wide range of altitudes. As a result, the 190 could not compete with the 109 at altitudes above 20,000 ft, which is one of the reasons the 109 remained in production until the end of the war.
Tank started looking at ways to address this problem early in the program. In 1941 he proposed a number of versions featuring new powerplants, and to best the performance of even the 109, he suggested using turbochargers in place of superchargers. Three such installations were outlined; the 'Fw 190B' with a turbocharged BMW 801, the 'Fw 190C' with a turbocharged Daimler-Benz DB 603, and the 'Fw 190D' with a supercharged Junkers Jumo 213. The planes would also include pressurized cockpit and other features making them more suitable for high-altitude work. Prototypes for all three models were ordered.[21]
Fw 190 V12 (an A-0, W.Nr. 00035) would be outfitted with many of the elements which eventually lead to the B series. As it was based on the same BMW 801 engine as the A models, airframe modifications were relatively minor. These included a pressurized cockpit, which doubled the panes of glass in the canopy so that hot air could be forced between them to prevent icing, the addition of the GM1 nitrous oxide injection system. Several issues were encounted during the machine's flight and ground trials, mostly caused by the pressurization system for the cockpit and was dropped in late 1942. However trials continued in early 1943 when the first few Fw 190 A-1's (W.Nr. 0046 thru 0049, and later 0055) were modified into testbeds. The same aircraft used for testing the pressurized cockpits were also used to test larger wings (218.5 sq/ft versus the standard 196.98 sq/ft wing), which seriously impacted the studies on pressurized cockpits. Following these studies one additional Fw 190B was built, versioned the B-1, with W.Nr. 811. This aircraft was similar to the B-0's but had slightly different armaments. In the B-1's inital layout, it was to be fitted with four MG 17s and two MG/FFs. For some reason W.Nr. 811 was fitted with two MG 17s, two MG 151s and two MG/FFs. After the completion of W.Nr. 811, no further Fw 190B models were ordered, leading to the assumption that the testing was unsatisfactory.
The C model's use of the longer DB 603 required more extensive changes to the airframe. As the weight was distributed further forward, the tail of the aircraft had to be lengthened in order to move the center of gravity back into a proper location relative to the wing. To experiment with these changes, several examples of otherwise standard 190As were re-engined with a supercharged DB 603 to experiment with this engine fit, V13 (W.Nr. 0036) with the 1,750 PS 603A, the similar V15 and V16, a 1,800 PS 603E being fitted to the latter after a time. With this engine the V16 was able to reach 725 km/h at 6,800 m, a considerable improvement over the 650 km/h at 5,200 m of the basic A models. V18 followed, the first to feature the full high-altitude suite of features including the pressurized cockpit, longer wings, a 603G engine driving a new four-bladed propeller, and a Hirth 9-2281 turbocharger. Unlike the experimental B models, V18 had a cleaner turbocharger installation, running the required piping along the wing root, partially buried in the fillet, and installing both the turbocharger air intake and intercooler in a substantially-sized teardrop-shaped fairing under the cockpit.[22] The "pouch" led to the "Känguruh" (Kangaroo) nickname for these models. V18 was later modified to the V18/U1, with a "downgraded" 603A engine but a new DVL turbocharger that improved power to 1,600 PS at an altitude of 10,700 m. Four additional prototypes based on the V18/U1 followed, V29, V30, V32 and V33.
Like the C models, the early examples of the D models were built primarily to test fit the Jumo 213 engine to the existing airframe, as the D-0, with plans to move on to definitive high-altitude models later, the D-1 and D-2. The first D-0 prototype was completed in October 1942, consisting of an A-5 airframe with the Jumo 213A engine. Further examples followed, but like the C models the development was stretched out.
By late 1943 the US 8th Air Force was obviously gearing up for major operations to follow. At the altitudes the B-17 Flying Fortress operated at, generally around 25,000 ft, the 190As were struggling while the 109 was simply too lightly armed to be very useful against these aircraft. The B had been abandoned by this point, leaving the C and D as potential solutions, but problems with getting the turbocharger to work reliably continued. But at 25,000 ft the performance of the turbocharged versions was "overkill" anyway; the improvements using the mechanically supercharged versions of the engines was more than enough to make a competitive design at these altitudes. The RLM became interested in putting one of these simpler designs into production as a stop-gap measure. As the DB 603 was already in high demand for various twin-engine designs like the Messerschmitt Me 410, they selected the Jumo 213 for future production, and the D model became the next Fw 190.
Although this interim design was enough to produce a design capable of dealing with the B-17, by 1943 the Luftwaffe had become aware of the B-29 Superfortress, who's altitude performance was far beyond the capabilities of any existing design. A meeting was called at the Messerschmitt Augsburg factories, where it was decided to continue development of the high-altitude Fw 190's as the Ra-2 and Ra-3, as well as develop a new version of the 109 as the Messerschmitt Me 155. After renaming, The Ra-3 would become the Focke-Wulf Ta 152.
The Fw 190D (nicknamed the ''Dora''; or Long-Nose Dora, ''"Langnasen-Dora"'') improved on the A-series enough to make it useful against the American heavy bombers of the era. The liquid-cooled 1,750 PS (1,726 hp, 1,287 kW) Jumo 213A could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency power with MW-50 injection, improving performance to 426 mph at 21,650 feet. At the time it was expected the D models would replace the A series outright on the production lines, so the first version was called the 'Fw 190D-9', the A-8 being the current production model. Supply problems with the Jumo 213 forced the A model to remain in production longer than expected, making this re-naming effort superfluous.
Due to the multiple attempts to create an effective next generation 190, as well as the comments of some ''Luftwaffe'' pilots, expectations of the Dora project were low. These impressions were not helped by the fact that Tank made it very clear that he intended the D-9 to be a stop-gap until the Ta 152 arrived. These negative opinions existed for some time until positive pilot feedback began arriving at FW and the ''Luftwaffe'' command structure.[23] Sporting excellent handling and performance characteristics, it became very clear that the D-9 was nearly the perfect response to the ''Luftwaffe's'' need for a high-altitude, high-speed interceptor. When flown by capable pilots, the Fw 190D proved to be a match for P-51s and Mk XIV Spitfires. In most World War II pilot circles the D-9 and the similar Ta 152 were considered the pinnacle of German piston engined aircraft.
In order to fit the new engine in the Fw 190 fuselage while maintaining proper balance and weight distribution, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 meters to the fuselage, bringing the overall length to 10.192 meters versus the 9.10 meters of the late war A-9 series. The tail lengthening was accomplished with an added fuselage section, spliced in-between the complete tail unit's front mating line and the extreme rear of the fuselage. This gave the rear fuselage a much "skinnier" appearance.
Furthermore, the move to an inline engine required more components to be factored into the design, most significantly the need for coolant radiators (radial engines are air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an annular radiator installed at the front of the engine, similar to the configuration used in the Jumo powered versions of the Junkers Ju 88, which gave the appearance that the D-9 was still a radial engine-powered aircraft[24]. While the first few Dora's were fitted with the flat-top canopy, these were later replaced with the newer rounded top "blown" canopy first used on the A9 model.
As it was used in the anti-fighter role, armament in the "D" was generally lighter compared to that of the earlier aircraft - usually the outer wing cannon were dropped so that the armament consisted of two 13 mm MG 131 machine guns and two 20 mm MG 151/20E wing root cannon. What little it lost in roll rate, it gained in turn rate, climb, dive and horizontal speed. The Dora still featured the same wing as the A-8, however, and was capable of carrying outer wing cannons as well, as demonstrated by the D-11 variant, with a three-stage supercharger and four wing cannon (two MG 151s and two MK 108s). [25]
Some Fw 190Ds served as fighter cover for Me 262 airfields as the jet fighters were very vulnerable on takeoff and landing. These special units were known as ''Platzsicherungstaffe'', and had the entire aircraft underside painted in red and white or sometimes black and white stripes, possibly inspired by the black-and-white D-Day invasion stripes carried on Allied aircraft in support of the Normandy landings. This unique color scheme served to help anti-aircraft artillery protecting the airfields identify friendly aircraft. The best known of these covering squadrons guarded the airfield of JV 44, operational late in the war, from about March 1945 to May 1945.
While nearly all variants of the Fw 190 could carry bombs and other air-to-ground ordnance, there were two dedicated attack versions of the Fw 190. The ''Luftwaffe'' was looking for aircraft to replace the Henschel Hs 123 biplane, which were seriously outmatched in 1942, as well as the slow and heavy Junkers Ju 87. The excellent low-level performance and reasonably high power of the Fw 190 suggested it would be a "natural" in this role. Two versions of the Fw 190 were eventually made that were customized for this mission.
The Fw 190 F was started as a Fw 190 A-0/U4. Early testing started in May 1942. This A-0 was outfitted with centerline and wing mounted ETC-50 bomb racks. The early testing was quite good, and Focke-Wulf began engineering the attack version of the Fw 190. New armor was added to the bottom of the fuselage protecting the fuel tanks and pilot, the engine cowling, and the landing gear mechanisms and outer wing mounted armament. Finally the ''Umrüst-Bausatze'' kit 3 was fitted to the plane by means of a ETC-501 or ER4 centerline mounted bomb rack and up to a SC250 bomb under each wing. This aircraft was designated the Fw 190 F-1. The first 30 Fw 190 F-1s were converted Fw 190 A-4/U3s; however, Focke-Wulf quickly began assembling the planes on the line as Fw 190 F-1s as their own model. The Fw 190 F-2s were converted Fw 190 A-5/U3s, which again were soon assembled as Fw 190 F-2s, not refitted A-5s. There were about 270 Fw 190 F-2s built.
The 'Fw 190 F-3' was based on the Fw 190 A-5/U17, which was outfitted with a centerline-mounted ETC-501 bomb rack, and two double ETC-50 bomb racks under each wing. 432 Fw 190 F-3s were built.
Due to issues creating an effective strafing Fw 190 F able to take out the Russian T-34 tank, the F-4 through F-7 models were abandoned, and all attempts focused on conversion of the Fw 190 A-8.
The 'Fw 190 F-8' differed from the A-8 model with a slightly modified injector on the compressor which allowed for increased performance at lower altitudes for several minutes. The F-8 was also outfitted with the improved FuG 16ZS radio unit which provided much better communication with ground combat units. Armament on the Fw 190 F-8 was two MG 151/20 20 mm cannon in the wing roots and two MG 131 machine guns above the engine. At least 3,400 F-8 were built, probably several hundreds more in December 1944 and from February to May 1945.
Dozens of F-8s served as various test beds for anti-tank armament, including the WGr.28 280 mm ground-to-ground missile, 88 mm ''Panzerschreck'' 2 rockets, ''Panzerblitz'' 1 and R4M rockets.
There were also several ''Umrüst-Bausätze'' kits developed for the F-8, which included:
The U1 long range Jabo, outfitted with underwing V.Mtt-Schloβ shackles to hold two 300-liter fuel tanks. ETC-503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC250 bomb under each wing and two SC250 bombs on the centerline.
The U2 torpedo bomber, outfitted with an ETC-503 bomb rack under each wing and a centerline-mounted ETC-504. The U2 was also equipped with the TSA 2A weapons sighting system that improved the U2's ability to attack seaborne targets.
The U3 heavy torpedo bomber was outfitted with an ETC-502, which allowed it to carry one BT-1400 heavy torpedo. Due to the size of the torpedo, the U3's tail gear needed to be lengthened. The U3 also was fitted with the 2000-hp BMW 801S engine, and the tail from the Ta-152.
The U4, created as a night fighter, was equipped with flame dampers on the exhaust and various electrical systems such as the FuG 101 radio altimeter, the PKS 12 automatic pilot, and the TSA 2A sighting system. Weapons fitted ranged from torpedoes to bombs; however, the U4 was outfitted only with two MG 151/20 cannon as fixed armament.
The 'Fw 190 F-9' was based on the Fw 190 A-9 but with the new Ta-152 tail unit, a new bulged canopy as fitted to late-build A-9s, and four ETC-50 or ETC-70 bomb racks under the wings. 147 F-9 were built in January 1945, probably several hundreds more in December 1944 and from February- May 1945.
The Fw 190 G was built as a long range attack aircraft (''Jabo-Rei'', or ''Jagdbomber mit vergrösserter Reichweite''). Following the success of the Fw 190 F as a ''Schlachtflugzeug'' (close support aircraft), both the ''Luftwaffe'' and Focke-Wulf began investigating ways of extending the range of the Fw 190 F. From these needs and tests, the Fw 190 G was born.
There were four distinct versions of the Fw 190 G:
The 'Fw 190 G-1': The first Fw 190Gs were based off of the Fw 190 A-4/U8 jabo-rei's. Initial testing found that if all but two wing root mounted MG 151 cannons (with reduced ammo load) were removed, the Fw 190 G-1 as it was now called, could carry a 250 kg or 500 kg bomb on the center line and, via an ETC 250 rack, up to a 250 kg bomb under each wing. Typically the G-1s flew with underwing fuel tanks, fitted via the VTr-Ju 87 rack. The FuG 25a IFF (identification friend/foe) was fitted on occasion as well as one of the various radio direction finders available at the time. With the removal of the fuselage mounted MG 17s, an additional oil tank was added to support the BMW 801 D-2 engine's longer run times.
The 'Fw 190 G-2': The G-2 was based on the Fw 190A-5/U8 aircraft. The G-2s were similarly equipped to the G-1s, however due to wartime conditions, the underwing drop tank racks were replaced with the much simpler ''V.Mtt-Schloß'' fittings, to allow for a number of underwing configurations. Some G-2s were also fitted with the additional oil tank in place of the MG 17s, however not all were outfitted with the oil tank. Some G-2s were fitted with exhaust dampers and landing lights in the left wing leading edge for night operations.
The 'Fw 190 G-3': The G-3 was based on Fw 190 A-6. Like the earlier G models, all but the two wing root mounted MG 151 cannons were removed. The new V.Fw. Trg bombracks however, allowed the G-3 to simultaneously carry fuel tanks and bomb loads. Because of the range added by two additional fuel tanks, the G-3's duration increased to two hours, 30 minutes. Due to this extra flight duration, a PKS 11 autopilot was fitted. Some G-3s built in late 1943 were also fitted with the a modified 801 D-2 engine which allowed for increased low-altitude performance for short periods of time. The G-3 had two primary ''Rüstsätze'' kits. The R1 replaced the V.Fw. Trg racks with WB 151/20 cannon pods. This gave the G-3/R1 a total of 6 20 mm cannons. When fitted with the R1 kit, the G model's addition armor was typically not used, and the PKS11 removed. The G-3/R1 was used in both ground strafing and anti-bomber roles. The R5 was similar to the R1, but the V.Fw. Trg racks were removed, and two ETC 50 racks per wing were added. As with the R1, the additional armor from the base G model were removed, as was the additional oil tank. In some instances, the fuselage mounted MG 17s were refitted.
The 'Fw 190 G-8': The G-8 was based on the FW 190A-8. The G-8 used the same "bubble" canopy of the F-8, and was fitted with underwing ETC 503 racks that could carry either bombs or drop tanks. Two primary ''Rüstsätze'' kits were also seen on the F-8. The R4, which was a planned refit for the GM1 engine boost system, but never made it into production, and the R5 which replaced the ETC 503's with two ETC 50 or 71 racks. Due to the similarities with the F-8, the G-8 was only in production for a short amount of time.
Some Gs were field modified to carry 1000 kg, 1600 kg and 1800 kg bombs. When this was done the landing gear was slightly improved by enhancing the oleo struts and using reinforced tires.
Approximately 800 FW 190Gs were built in all variants. Due to war conditions, the manufacturing environment and the use of special workshops during the later years of the war, the accurate number of G models built is next to impossible to determine. During the later years of the way, use of "composite" aircraft, for example, wings from a fuselage damaged plane, and the fuselage from a wing damaged plane were often reassembled and listed as a Fw 190G with a new serial number. The Fw 190G-1 currently at the National Air and Space Museum is one of these "composite" planes, built from the fuselage of a Fw 190A-7.[26]
DSCF0844.JPG)
As the ''Luftwaffe'' phased out older planes such as the Ju 87, and replaced them with the FW 190, many pilots required flight training to make the transition as quickly and smoothly as possilbe. Thus was born the ''Schulflugzeug'',[27] or training aircraft, version of the Fw 190. Several old Fw 190 A-5s, and later in 1944, A-8s, were converted by replacing the MW50 tank with a second cockpit. The canopy was modified, replaced with a new three section unit, which opened to the side, similar to the Bf109. The rear portion of the fuselage was closed off with sheet metal. Orginally designated FW 190A8-U1, they were later given the Fw 190 S-5 and S-8 designation. There were an estimated 58 Fw 190 S-5 and S-8 models converted or built.[28]
After the "D," later variants of the 190 were named "Ta", after Kurt Tank, when the RLM changed their naming to reflect the chief designer instead of the company he worked form. This was a singularly rare honorific, Tank was the first engineer to be so honored. The aircraft developed into something much different than earlier Fw 190 models. The most promising design was the Ta 152H; the "H" model used the liquid-cooled Jumo 213E engine and possessed a much greater wing area for better high-altitude performance - to attack the expected B-29s. It was capable of speeds in excess of 700 km/h and had a service ceiling of around 15,000 m. Armed with a single 30 mm cannon and two MG 151/20E guns, it was highly promising, but manufacturing problems, materials shortages and the disruption towards the end of the war resulted in very few Ta 152s of all types being built (no more than 150 in total). Effort was also diverted into further prototype work, the lower-altitude Ta 152C with a DB 603 engine and five cannon [this possessed the noticeably shorter wing].
Fw 190As were also used to launch and control the unmanned ''Mistel'' guided bombs during the last days of the Western Front in the Second World War. Most of the ''Mistels'' used in combat were launched from Fw 190 motherships.
;
★ French Air Force ordered postwar in the SNCA aircraft company 64 examples of the Fw 190 A-5/A-6 under the designation, 'NC 900'. Aircraft were used operationally for a short period and withdrawn due to problems with the BMW-801 engines.
;Germany
★ Luftwaffe
;Hungary
★ Royal Hungarian Air Force received 72 Fw 190 F-8s for training and defensive purposes.
;
★ Imperial Japanese Army Air Force received two Fw 190 A-5/A-8s for evaluation.
;Romania
★ Royal Romanian Air Force received a number of Fw 190 A-8s used for defensive purposes in metropolitan areas.
;
★ Soviet Air Force captured examples of the Fw 190A and D series. Served in Baltic Fleet.
;
★ Turkish Air Force, beginning in mid-1942, received 72 examples of the 'Fw 190 A-3a' (export model of A-3, a stood for ''ausländisch'' - foreign) from Germany to modernize their air force. These aircraft were basically Fw 190 A-3s, with BMW 801 D-2 engines and FuG VIIa radios and an armament fit of four MG 17s, with the option of installing two MG FF/M cannon in the outer wing positions. The export order was completed between October 1942 and March 1943. The Fw 190 remained in service until 1948-1949.
;
★ Royal Air Force captured three Fw 190As in different circumstances, including the infamous Faber misjudgment.[8]
;United States
★ United States Army Air Force captured several Fw 190s as bases were abandoned by the ''Luftwaffe''; several were flown as unit "hacks".
★ United States Navy had an example of the A-5 (W.Nr. 150051) at the Patuxent Naval Air Test Center for some time, with it painted in the standard mid-war three-color maritime scheme they used in World War II.
During the war, Germany sent one Fw 190 A-8 to Japan for technical evaluation. The analysis of the FW-190 assisted in the development of the radial-engined Kawasaki Ki-100 from the inline-engined Ki-61 Hien "Tony," specifically, the successful mating of a wide engine to a narrow airframe. The Ki-61 itself was influenced by German engineering in that it was powered by a Japanese version of the early Bf 109's Daimler-Benz DB 601 engine. [30]
At least 28 Fw 190s exist in museums, collections and in storage worldwide, with 15 displayed in the United States. Two of these survivors are Fw 190 Ds located in the United States, including one at the Museum of Flight in Seattle (formerly of the Champlin Fighter Museum) and a second example at the National Museum of the United States Air Force at Wright-Patterson AFB, OH. (on loan from the National Air and Space Museum (NASM) of the Smithsonian since 1975). The NASM also stores a rare Ta 152 H-0/R-11 at the Paul E. Garber Preservation, Restoration and Storage Facility in Suitland, Maryland. Other surviving Fw 190s include four in the United Kingdom (Imperial War Museum, RAF Museum with a rare two-seat S-8), three in Germany (Sinsheim Auto & Technik Museum) and two in Norway; individual examples exist in France, Serbia (Museum of Aviation in Belgrade) Macedonia (FYR), Russia, South Africa and Brazil.
On 1 November 2006, a Fw 190 A-3 was salvaged from the depths off the island of Sotra, near Bergen, Norway. Its pilot had made an emergency landing in December 1943 and had scrambled to safety and was rescued soon after, but his aircraft had sunk to the bottom of the sea. After its retrieval from its 60 m deep watery grave, the Fw 190, "Yellow 16," from IV/JG 5, appears to be in remarkably good condition, only missing its canopy and the fabric-covered wing and tail surfaces.[31]
Starting in 1997, a small German company, FLUGWERK GmbH [3], began work on a new Fw 190A-8. These Fw 190A-8s are new builds from the ground up, using many original dies, plans and other information from the war. Werk numbers continued from where the German war machine left off with the new Fw 190A-8 labeled FW 190A-8/N (N for ''Nachbau'' (English: "reproduction, replica or clone"). Some of these new Fw 190s are known to be fitted with the original tail wheel units from the Second World War; a small cache of tail gear having been discovered. In November 2005, the first flights were completed. Ironically, since the BMW 801 engines are no longer available, a Chinese licenced Russian engine, the ASh-82FN 14-cylinder twin-row radial engine, which powered some of the Fw 190's opposition: the La-5 and La-7, powers the new Fw 190A-8/N.
Work has also been recently started on a Fw 190D-9, and, again in a bit of irony, will be powered by a modified Allison V-1710 V-12, the powerplant of the P-39 Airacobra, another foe of the Fw 190 often flown by Russian forces in the Second World War.
The Fw 190A-8/N participated in the Finnish war movie Tali-Ihantala 1944, painted in the same markings as ''Oberst'' Erich Rudorffer's aircraft in 1944.[32] The movie is scheduled for screening in fall 2007.
The White 1 Foundation, primarily involved in the restoration to airworthiness of an original Fw 190F (the ''White 1'', last flown by Unteroffizier Heinz Orlowski in WW II) that served with the "Arctic Ocean Fighter Wing" of the Luftwaffe, JG 5 ''"Eismeer"'', also has a pair of vintage Junkers Jumo 213 engines in its collection, complete with original annular radiators, and apparently plans an Fw 190 D-9 aircraft project of its own based on one of the engines.
1. Andrews and Morgan 1987, p.225 "It soon became clear that this new enemy type, with its air-cooled radial engine, much larger than the Merlin and closely cowled to reduce drag, and with a superlative rate of roll, was decidedly superior to the Spitfire V."
2. Shacklady 2005, p. 25.
3. Green and Swanborough 2001, p. 13.
4. Price 2000, p. 6.
5. Green and Swanborough 2001, p. 13.
6. Shacklady 2005, p. 30.
7. Janowicz 2001, p. 14.
8. Armin Faber
9. Rafwaffe
10. Janowicz 2001, p. 25.
11. Janowicz 2001, p. 25-27.
12. Janowicz 2001, p. 27-32.
13. Janowicz 2001, p. 32-34.
14. Janowicz 2001, p. 34-38.
15. Janowicz 2001, p. 38-40.
16. Janowicz 2001, p. 40-41.
17. Janowicz 2001, p. 41-43.
18. Janowicz 2001, p. 43-45.
19. Breffort & Joineau 2007, p.25.
20. Janowicz 2001, p. 66-67.
21. Focke-Wulf Fw 190D
22. Fw 190 V18/U1
23. Donald 1994, p. 80.
24. Donald 1994, p. 76.
25. Donald 1994, p. 80, 84.
26. http://www.nasm.si.edu/research/aero/aircraft/focke_190f.htm
27. Schulflugzeug
28. Focke Wulf FW 190 Vol. 1, Janowicz, page 55-56
29. Armin Faber
30. Tony
31. Images of the recovery operation and the air plane from Norwegian newspaper BA
32. Flug Werk's homepage with replica
----
★ Andrews, C. F. and Morgan E. B. ''Supermarine Aircraft since 1914''. London. Putnam. Second Edition. 1987. ISBN 085177 800 3.
★ Donald, David , ed. ''Warplanes of the Luftwaffe''. London. Aerospace Publishing. 1994. ISBN 1-874023-56-5.
★ Green, William and Swanborough, Gordon. ''The Focke-Wulf 190: Fw 190.'' Newton Abbot, UK: David & Charles, 1976. ISBN 0-7153-7084-7.
★ Janowicz, Krzysztof. ''Focke-Wulf Fw 190, Volume 1.'' London: Kagero Publications, 2001. ISBN 83-89088-11-8.
★ Jessen, Morten. ''Focke-Wulf 190: The Birth of the Butcher Bird 1939-1943.'' London: Greenhill Books, 1998. ISBN 1-85367-328-5.
★ Kosin, Ruediger. ''The German Fighter Since 1915- translation of Die Entwicklung der deutschen Jagdflugzeuge.'' London: Putnam, 1988. ISBN 0-85177-822-4.
★ Lorant and Goyat, ''JG 300 (two volumes translated by Neil Page).'' Hamilton, MT: Eagle Editions, 2006. Vol. 1: ISBN 0-9761034-0-0, Vol. 2: ISBN 0-9761034-2-7.
★ Lowe, Malcolm. ''Production Line to Front Line #5, Focke-Wulf Fw 190.'' London: Osprey, 2003. ISBN 1-84176-438-8.
★ Nowarra, Heinz J. ''The Focke-Wulf Fw 190 Fighters, Bombers, Ground Attack Aircraft.'' West Chester, PA: Schiffer Publications, 1991. ISBN 0-88740-354-9.
★ Page, Neil. "The Sturmgruppen - Bomber Destroyers 1944." ''Scale and Aircraft Modeling''. March 2001.
★ Price, Alfred. ''Focke Wulf Fw 190 in Combat''. London: Sutton Publishing, 2000. ISBN 0-75092-548-5.
★ Rodeike, Peter. ''Jagdflugzeug 190.'' Eutin: Struve druck, 1998. ISBN 3-923457-44-8.
★ Ryle, E.B. and Laing, M. ''Walk Around Number 22: Focke-Wulf Fw 190A/F.'' Carrollton, TX: Squadron/Signal Publications, 1997. ISBN 0-89747-374-4.
★ Shacklady, Edward. ''Butcher Bird: Focke-Wulf Fw 190''. Bristol, UK: Cerberus Publishing Ltd., 2005. ISBN 1-84145-103-7.
★ Wagner, Ray and Nowarra, Heinz. ''German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945''. New York: Doubleday, 1971.
★ Winchester, Jim. "Focke-Wulf Fw 190." ''Aircraft of World War II''. London: Grange Books, 2004. ISBN 1-84013-639-1.
★ The rebuilding of a complete series of original-like FW-190s in Germany
★ White 1 Foundation-restoring a radial engined Fw 190F to flying condition in Florida, USA
★ Warbird Alley Fw190 page
★ Die Geschichte der Focke-Wulf 190 (German, but lots of data)
★ - Neil Page's web site - translated German pilot accounts and exclusive material on the leading Fw 190 Reich's defence Geschwader JG 300
★ List of preserved Fw190s around the world
The Focke-Wulf 'Fw 190 Würger' ("shrike"), often called 'Butcher-bird', was a single-seat, single-engine fighter aircraft of Germany's ''Luftwaffe'', and one of the best fighters of its generation. Used extensively during the Second World War, over 20,000 were manufactured, including around 6,000 fighter-bomber models. Production ran from 1941 to the end of hostilities, during which time the aircraft was continually updated. Its final incarnations retained qualitative parity with Allied fighter planes, although Fw 190s lagged far behind in production numbers.
The Fw 190 was well liked by its pilots, and widely regarded as superior to the front line Supermarine Spitfire Mk V on its combat debut in 1941 [1]. Compared to the Bf 109, the Fw 190 was a "workhorse," employed in and proved suitable for a wide variety of roles, including ground attack, long-range bomber escort, night-fighter and (especially in the "D" version) high-altitude interceptor.
Early development
Fw 190A
In autumn 1937, the ''Reichsluftfahrtministerium'' (RLM) or Reich Air Ministry asked various designers for a new fighter to fight alongside the Messerschmitt Bf 109, Germany's front line fighter. Although the Bf 109 was at that point an extremely competitive fighter, the RLM was worried that future foreign designs might outclass it and wanted to have new aircraft under development just in case.[2]
Kurt Tank responded with a number of designs, most incorporating liquid-cooled inline engines. However, it was not until a design was presented using the air-cooled, 18-cylinder BMW 139 radial engine that the RLM's interest was aroused. At the time, use of radial engines was unusual in Europe because of their large frontal area and the belief that they caused too much drag to allow for a competitive design. Tank was not convinced of this, having witnessed the success of the Pratt & Whitney Wasp radial engines used by the US Navy, and designed a highly streamlined mounting for the engine.[3] Instead of leaving the front of the engine "open" to allow cooling air to flow over the cylinders, Tank used a very small opening between the engine cowling and an oversized propeller spinner to admit air, blowing it over the engine with a fan. In theory, the use of the tight-fitting cowling also provided some thrust due to the compression of air at speed through the cowling.[4]
It was also believed that because Fw 190 used a radial engine it would not affect production of the Bf 109, furthering the RLM's interest in the Fw 190.[5]
Prototypes
The first prototype, the 'Fw 190 V1' powered by a 1,550 hp BMW 139 18 cylinder radial engine, with civil registration 'D-OPZE', was flown on 1 June 1939 and soon showed exceptional qualities for such a comparatively small aircraft, with excellent handling, good visibility and speed (initially around 610 km/h (380 mph)).[6] The roll rate was 162 degrees at 410 km/h (255 mph) but the aircraft had a high stall speed of 205 km/h (127 mph). According to the pilots who flew the first prototypes, its wide landing gear made takeoff and landing easier, resulting in a more versatile and safer aircraft on the ground than the Bf 109.
Problems with a far-forward cockpit location, directly behind the engine, resulted in a cockpit that became too hot for comfort. In fact during the first flight, the temperature reached 55 C (131 F), after which Focke Wulf's chief test pilot, Hans Sander commented: "It was like sitting with both feet in the fireplace."[7] For months, Focke Wulf and BMW traded blame. Finally, BMW convinced Tank and the RLM to drop the 139 engine in favor of the new 801 engine. The 801 engine was similar in diameter to the 139, although it was heavier and longer by a considerable margin. This required Tank to redesign the 190. Even with the new engine and the cooling fan, the 801 suffered from very high rear row cylinder head temperatures which, in at least one case, resulted in the detonation of the fuselage mounted MG 17 ammunition.
Engine problems plagued the 190 for much of its early development, and the entire project was threatened several times with a complete shutdown. If not for the input of ''Oberleutnants'' Karl Borris and Otto Behrens, both of whom had enlisted in the ''Luftwaffe'' as mechanics, the Fw 190 program might very well have died before reaching the front lines. Borris and Behrens could see past the limitations of the Fw 190 and the 801 and see a formidable fighter. During several RLM commissions that wished to terminate the program, both men indicated that the Fw 190's outstanding qualities outweighed its deficiencies.
These deficiencies were corrected in later V-series prototypes before the A-0 production prototypes were built. Examples of the A-0 series were delivered to front-line squadrons in late 1940, but the aircraft did not reach combat units in any numbers until August and September 1941. Engine reliability problems (overheating was the primary concern) seen in the prototypes continued to plague the Fw 190 until spring 1942 and the availability of the BMW 801 C-2 engine in the Fw 190 A-2. In fact, the problem was solved by simply rerouting part of the exhaust system, a method discovered by III./JG 26's Rolf Schroedter. To further help matters, the rerouting could be done easily in ''Gruppe'' workshops.
Operational Service
For the first few months of the Fw 190's combat career, the Allies, being entirely unaware of the new fighter, attributed pilots' reports of a new 'radial-engined fighter' to Curtiss P-36 Mohawks captured from the French. The new fighter outperformed the Spitfire Mk V then in service with the RAF in all aspects except turning radius. As Allied fighter losses rose and local air superiority over the Channel front passed to the ''Luftwaffe'', Allied plans were tentatively made to launch a Commando raid on a ''Luftwaffe'' airfield to snatch a Fw 190 for evaluation. However, the British acquired an intact Fw 190 A-3 in late June 1942, when ''Jagdgeschwader'' 2 pilot Oblt. Armin Faber landed on a British airfield by mistake.[8] Taking advantage of this, the RAF was quick to study the aircraft for any novel design elements.[9] In particular, the cooling system and installation of Fw 190's radial engine was a direct influence on Hawker Siddeley's Tempest II. The British confirmed that the Fw 190 could outperform, in most aspects, the then top-of-the-line Spitfire Mk V. In terms of firepower, rate of roll and straight line speed at low altitude, the Fw 190 was considerably better, a discovery which prompted the rush development of the Spitfire Mark IX with the new two-stage supercharged Merlin 61 engine.
The Fw 190's first significant mass engagement took place on 19 August 1942, during Operation Jubilee, the Allied raid on Dieppe. ''Jagdgeschwaders'' JG 2 and JG 26 had recently converted from the Bf 109, fielding 115 fighter aircraft during the day's fighting, including a small number of Bf 109 G models. The RAF committed over 300 fighter aircraft, consisting mostly of Spitfire V models, with just six squadrons of Spitfire Mk IX, and also some of the new Hawker Typhoons. In addition several squadrons of Hawker Hurricanes and RAF Mustangs performed fighter-bomber and reconnaissance duties. During the action, the two ''Jagdgeschwadern'' lost 25 Fw 190s to all causes, including crashes, but, in return, they claimed 106 Allied aircraft. Fighting over occupied territory, the RAF lost 81 pilots and aircrew killed or taken prisoner, against ''Luftwaffe'' fighter losses of 14 pilots killed. [1] During the engagement, the Fw 190 was also successfully used against Allied naval vessels as an attack aircraft. [2]
On the Eastern Front, the Fw 190 achieved great renown with the celebrated unit, JG54 ''Grünherz'', the ''Jagdgeschwader'' most often associated with the Fw 190 and the first to complete the transition from the Bf 109 in March 1943. With the "butcher bird," as the Fw 190 was informally known, JG54 produced some of the highest-scoring fighter aces in history, among them Otto Kittel (267 victories) and Walter Nowotny (255 victories).
During 1943, the Fw 190 equipped specialist ''Jabo Staffeln'' of both JG 2 and JG 26, undertaking nuisance fighter-bomber raids on the south coast of England. Initial successes were soon replaced by mounting losses and negligible bombing results as the raids were countered by the Hawker Typhoon's capabilities at low-level. The fighter-bomber and ground attack versions were introduced in increasing numbers on the Eastern Front throughout 1943, replacing the obsolete Junkers Ju 87.
As the USAAF's daylight bombing offensive grew in size through 1943, the Fw 190 became a "bomber-destroyer" with ever heavier armament and armour fitted. The type's performance above 20,000 feet dropped off considerably as a result, making the Fw 190 an increasingly vulnerable target for Allied escort fighters.
Fw 190 A
Fw 190 A-3, III./JG 2, Hans Hahn, France 1942
There were nine distinct sub-variants of the original Fw 190 A.
The 'Fw 190 A-1' first rolled off the assembly lines in June 1941. The first few models were shipped to the ''Erprobungsstaffel'' (formerly from II./JG 26 ''Schlageter'') for further testing. Following testing the Fw 190 A-1s entered service with II./JG 26 stationed outside of Paris, France. The A-1 was equipped with the BMW 801C-1 engine, rated at 1,560 hp (1,160 kW). Armament consisted of two fuselage mounted MG 17s, two wing root mounted MG 17s and two outboard wing mounted MG FF/Ms. For the most part, the MG 17s were thought to be almost useless in what was then modern air combat and therefore gained the nickname "rattles." There were 102 Fw 190 A-1s built between June and August of 1941. The A-1 models still suffered from the overheating that prototype Fw 190s suffered from in testing. Many of these early engines reached only 30-40 hours of use (sometimes less) and had to be replaced soon after.[10]
The first 'Fw 190 A-2's were assembled in August 1941. Equipped with the BMW 801 C-2, producing 1,600 hp (1,190 kW), the new engine finally resolved most of the overheating issues. The addition of new ventilation slots on the side of the fuselage aided cooling further. The A-2 wing weaponry was updated, with the two wing root mounted MG 17s being replaced by 20 mm MG 151/20E cannons. With the introduction of the new cannons, the Revi C12/C gun sight was upgraded to the new C12/D model. Some A-2s were also outfitted with the ETC-501 bomb rack. Another major change switched the hydraulic landing gear to electric actuation, as issues had been reported in combat units with the A-1 gear. The introduction of the A-2 marked a shift in air supremacy from the British and the Spitfire Mk V to the Germans. Due to similarities with the A-3, most build numbers of the A-2 include the A-3 model. About 910 A-2 and A-3s were built between October 1941 and August 1942.[11]
Production of the 'Fw 190 A-3's started in spring 1942. The A-3 model was equipped with the BMW 801D-2 engine, which increased power to 1,700 hp (1,270 kW) by raising the compression ratio and increasing the power of the compressor. Due to these changes the A-3 model required a higher octane fuel – 100 (C3) versus 87 (B4). The A-3 retained the same weaponry as the A-2. Soon after entering service on the Eastern Front, the A-3 controlled the air over Russia. The A-3 also introduced the ''Umrüst-Bausätze'' – factory conversion sets. The U1 featured an ETC-501 bomb rack with the removal of the MG FFs in the outer wings. The U2 added RZ 73 mm rocket launchers inside the wing, with three launchers per wing. The U3 introduced the ''Jabo'' (''Jagdbomber''), adding an ETC-501 center line bomb rack and one SC-50 bomb under each wing. The U3 retained the fuselage mounted MG 17s and the MG 151 wing cannons. The U4 was a reconnaissance version with two Rb 12.5 cameras in the rear fuselage with armament similar to the U3, however the ETC-501 was typically fitted with a 300 l drop tank. There were also a small number of U7 aircraft tested as high altitude fighters armed with only two MG 151 cannons, but a reduced overall weight. See the A-2 model for build numbers.[12]
Introduced in June 1942, the 'Fw 190 A-4' was equipped with the same engine and basic armament as the A-3. It was, however, equipped with updated radio gear, and in some instances pilot-controllable engine cooling vents. The A-4's main improvement was the number of ''Umrüst-Bausätze'' versions. The U1 was outfitted with under wing bomb racks and the removal of all armament with the exception of the MG 151 cannons. The U3 was designed as a Jabo, fitted with under wing ETC-501 racks, which could be fitted with either SC-250 bombs or 300 l drop tanks. The U3 also was deployed in night missions having some slight modifications such as exhaust suppressors and landing lights being fitted. The U3 served as the basis of the Fw 190 F-1 assault fighter. The U4 was a reconnaissance fighter, with two Rb 12.4 cameras in the rear fuselage and a EK16 or Robot II gun camera. The U4 was equipped with the fuselage mounted MG 17s and MG 151 cannons. The U7 was a high-altitude fighter, easily identified by the compressor air intakes on either side of the cowling. Galland himself flew a U7 in the spring of 1943. The U8 introduced the ''Jabo-Rei'' (''Jagdbomber Reichweite''), adding a 300 l drop tank on the centerline and two SC 50 bombs under each wing. The MG FF/M cannons were sometimes removed which allowed the addition of two SC-250 mounted on each side of wing mounted drop tanks. The U8 served as the basis of the Fw 190 G. Some A-4s were outfitted with underwing WGr 21 rocket mortars, these were designated Fw 190 A-4/R6. A total of 976 A-4s were built between June 1942 and March 1943.[13]
The 'Fw 190 A-5' was developed when it was found that the Fw 190 could easily carry more ordnance. The nose was lengthened by 15 cm, and the aircraft was equipped with the BMW 801D-2 engine, rated at 1,700 hp (1,270 kW). New radio gear, including IFF (via the FuG 25a) and the newly invented electronic artificial horizon found their way into the A-5. The A-5 retained the same basic armament as the A-4. The A-5 too, saw several ''Umrüst-Bausätze'' kits. The U2 was designed as a night ''Jabo-Rei'' and featured anti-reflective fittings and exhaust flame dampeners. A center line ETC-501 rack typically held a 250 kg bomb, and wing mounted racks mounted 300 l drop tanks. A EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The U2 was armed with only two MG 151 cannons. The U3 was a Jabo fighter fitted with ETC-501s for drop tanks and bombs; it too featured only two MG 151 for armament. The U4 was a "recon" fighter with two Rb 12.5 cameras and all armament of the base A-5 with the exception of the MG FF cannons. The U8 was another ''Jabo-Rei'' outfitted with SC-250 centerline mounted bombs, under wing 300 l drop tanks and only two MG 151s; the U8 later became the Fw 190 G-2. A special U12 was created to fight American and British bombers, outfitted with two 20 mm cannons, two 30 mm cannons and two 13 mm machine guns. Other A-5 versions featured wing mounted cannon and machine gun pods such as the WB 151/20 pod. There were 1,752 A-5s built from November 1942 to June 1943.[14]
Fw 190A starting up
The 'Fw 190 A-6' was developed to fix the shortcomings found in previous A models when fighting US heavy bombers. Modifications to the type to date had caused the weight of the aircraft to creep up. To combat this and to allow better weapons to be installed in the wings, a larger, bigger, lighter wing was designed. This new wing was introduced into production with the A-6. The normal armament was increased to two MG 17 machine guns and four MG 151/20E cannons. It is believed the MG 17s were kept because their tracer rounds served as a targeting aid for the pilots. New armor plates were added to the canopy in order to fit the new canopy fittings, as well as a new FuG 16ZE radio navigation system. The A-6 was outfitted in numerous ways with various ''Rüstsätze'' (field modification kits) sets, including a 30 mm thick transparent armor plates added to the canopy and windshield to better protect the pilots from tail gunners of the heavy bombers. More flexible than the factory upgrade kits for previous versions, these field upgrade kits allowed the A-6 to be refitted in the field as missions demanded. About 1,055 A-6s were built between May 1943 and March 1944.[15]
The 'Fw 190 A-7' was based on the Fw 190 A-5/U9, and entered production in November of 1943. The A-7 was equipped with the BMW 801 D-2 engine, again producing 1,700 hp (1,270 kW). The basic armament was finally updated to include two fuselage mounted MG 131, two wing root mounted MG 151s and two outer wing mounted MG 151s. The Revi gun sight was updated to the new 16B model. The addition weight of the new weapon systems required the updating of the wheels to a reinforced rim to better deal with typical combat airfield conditions. The A-7 was typically outfitted with the centerline mounted ETC-501 rack. There were several major ''Rüstsätze'' for the A-7 many including WGr 21 rockets. 701 A-7s were produced from November 1943 to April 1944 to move assembly lines to the A8.[16]
Focke-Wulf Fw 190 A-8 in 1944
The 'Fw 190 A-8' entered production in February 1944. The A8 model introduced the ''erhöhte notleistung'' emergency boost system to the fighter variant of the Fw 190A (a similar system had been fitted to some earlier jabo variants of the 190A). The ''erhöhte notleistung'' system operated by spraying additional fuel into the fuel/air mix cooling it and allowing higher boost pressures to be run, but at the cost of much higher fuel consumption. The A-8 was equipped with a new wooden propeller easily identified by its wide paddle-shaped blades and a new canopy design similar to the “bubble” canopies in widespread use by the Allied air forces. Nearly a dozen ''Rüstsätze'' kits available for the A8, including the famous A8/R2 and A8/R8 models which were outfitted with heavy armor including 30 mm canopy and windscreen armor, 5 mm cockpit armor and upgraded outer wing cannons to the MK 108 30 mm cannon that could destroy most heavy bombers with two or three hits. Over 6,550 A-8 airframes were produced with at least eight factories turning out the fighter.[17]
The 'Fw 190 A-9' was the last A model produced, and was first built in September 1944. The A-9 was fitted with the new BMW 801S, called the 801TS or 801TH when shipped as a “power-egg”, or ''Kraftei'', engine (an aircraft engine installation format embraced by the ''Luftwaffe'' for a number of engine types on operational aircraft, partially for easy field replacement), rated at 2,000 hp (1,490 kW); the more powerful 2,400 hp (1,790 kW) BMW 801F-1 was not available. Cowl mounted armor was upgraded from the 6 mm on earlier models to 10 mm. The cooling fan changed from the 12 blades on previous versions to 14 blades. The cowling of the A-9 was also made slightly longer than that of the previous Anton's due to the use of a larger, more efficient, heavier armored annular radiator for the oil system. One of the more significant changes was the move from the flat-top canopy to a "blown" bubble canopy similar to those used on some Allied fighters. This canopy upgrade also included the flared armored headrest. The canopy changes later were fitted to the A-8 and F models. Plans for the A-9 also included a newer wooden 11' 6" propeller, however most A-9s were fitted with the standard VDM metal prop. The A-9 was also designed originally as an assult ship, so the wing leading edges were to have been armored, however this did not make it past the design stage in order to save weight. The A-9 was very similar to the A-8 in regards to the armament and ''Rüstsätze'' kits. 910 A-9s were built between Late 1944 and May 1945, mostly in Focke Wulf's Cottbus factory.[18]
The 'Fw 190 A-10' was to have begun arriving in pilots hands in March of 1945. The A-10 was to have been fitted with larger wings for better manuverability at higher altitudes, and allowing increased space for additional Mk 103 cannons. The A-10 was to be powered by the 801F engine. However due to the prority given to the Dora's and the new Ta 152, the A-10 never made it past the prototype stage.[19]
In total about 13,291 Fw 190As were produced in all variants.[20]
High-altitude developments
Even before the Fw 190A was introduced into service it was obvious that the high-altitude performance of the aircraft left much to be desired. The BMW 139 (and the 801 that followed) had originally been designed as a high-power replacement for engines like the BMW 132 that were used primarily on low-altitude cargo aircraft and bombers, so the designers had not invested much effort in producing high performance superchargers for it. In contrast, the Daimler-Benz DB 601 engines used on the Bf 109 featured an advanced "soft-clutched" supercharger that provided excellent boost across a wide range of altitudes. As a result, the 190 could not compete with the 109 at altitudes above 20,000 ft, which is one of the reasons the 109 remained in production until the end of the war.
Tank started looking at ways to address this problem early in the program. In 1941 he proposed a number of versions featuring new powerplants, and to best the performance of even the 109, he suggested using turbochargers in place of superchargers. Three such installations were outlined; the 'Fw 190B' with a turbocharged BMW 801, the 'Fw 190C' with a turbocharged Daimler-Benz DB 603, and the 'Fw 190D' with a supercharged Junkers Jumo 213. The planes would also include pressurized cockpit and other features making them more suitable for high-altitude work. Prototypes for all three models were ordered.[21]
Fw 190 V12 (an A-0, W.Nr. 00035) would be outfitted with many of the elements which eventually lead to the B series. As it was based on the same BMW 801 engine as the A models, airframe modifications were relatively minor. These included a pressurized cockpit, which doubled the panes of glass in the canopy so that hot air could be forced between them to prevent icing, the addition of the GM1 nitrous oxide injection system. Several issues were encounted during the machine's flight and ground trials, mostly caused by the pressurization system for the cockpit and was dropped in late 1942. However trials continued in early 1943 when the first few Fw 190 A-1's (W.Nr. 0046 thru 0049, and later 0055) were modified into testbeds. The same aircraft used for testing the pressurized cockpits were also used to test larger wings (218.5 sq/ft versus the standard 196.98 sq/ft wing), which seriously impacted the studies on pressurized cockpits. Following these studies one additional Fw 190B was built, versioned the B-1, with W.Nr. 811. This aircraft was similar to the B-0's but had slightly different armaments. In the B-1's inital layout, it was to be fitted with four MG 17s and two MG/FFs. For some reason W.Nr. 811 was fitted with two MG 17s, two MG 151s and two MG/FFs. After the completion of W.Nr. 811, no further Fw 190B models were ordered, leading to the assumption that the testing was unsatisfactory.
The C model's use of the longer DB 603 required more extensive changes to the airframe. As the weight was distributed further forward, the tail of the aircraft had to be lengthened in order to move the center of gravity back into a proper location relative to the wing. To experiment with these changes, several examples of otherwise standard 190As were re-engined with a supercharged DB 603 to experiment with this engine fit, V13 (W.Nr. 0036) with the 1,750 PS 603A, the similar V15 and V16, a 1,800 PS 603E being fitted to the latter after a time. With this engine the V16 was able to reach 725 km/h at 6,800 m, a considerable improvement over the 650 km/h at 5,200 m of the basic A models. V18 followed, the first to feature the full high-altitude suite of features including the pressurized cockpit, longer wings, a 603G engine driving a new four-bladed propeller, and a Hirth 9-2281 turbocharger. Unlike the experimental B models, V18 had a cleaner turbocharger installation, running the required piping along the wing root, partially buried in the fillet, and installing both the turbocharger air intake and intercooler in a substantially-sized teardrop-shaped fairing under the cockpit.[22] The "pouch" led to the "Känguruh" (Kangaroo) nickname for these models. V18 was later modified to the V18/U1, with a "downgraded" 603A engine but a new DVL turbocharger that improved power to 1,600 PS at an altitude of 10,700 m. Four additional prototypes based on the V18/U1 followed, V29, V30, V32 and V33.
Like the C models, the early examples of the D models were built primarily to test fit the Jumo 213 engine to the existing airframe, as the D-0, with plans to move on to definitive high-altitude models later, the D-1 and D-2. The first D-0 prototype was completed in October 1942, consisting of an A-5 airframe with the Jumo 213A engine. Further examples followed, but like the C models the development was stretched out.
By late 1943 the US 8th Air Force was obviously gearing up for major operations to follow. At the altitudes the B-17 Flying Fortress operated at, generally around 25,000 ft, the 190As were struggling while the 109 was simply too lightly armed to be very useful against these aircraft. The B had been abandoned by this point, leaving the C and D as potential solutions, but problems with getting the turbocharger to work reliably continued. But at 25,000 ft the performance of the turbocharged versions was "overkill" anyway; the improvements using the mechanically supercharged versions of the engines was more than enough to make a competitive design at these altitudes. The RLM became interested in putting one of these simpler designs into production as a stop-gap measure. As the DB 603 was already in high demand for various twin-engine designs like the Messerschmitt Me 410, they selected the Jumo 213 for future production, and the D model became the next Fw 190.
Although this interim design was enough to produce a design capable of dealing with the B-17, by 1943 the Luftwaffe had become aware of the B-29 Superfortress, who's altitude performance was far beyond the capabilities of any existing design. A meeting was called at the Messerschmitt Augsburg factories, where it was decided to continue development of the high-altitude Fw 190's as the Ra-2 and Ra-3, as well as develop a new version of the 109 as the Messerschmitt Me 155. After renaming, The Ra-3 would become the Focke-Wulf Ta 152.
Fw 190 D "Dora"
The Fw 190 D-9 was a greatly improved version featuring, despite the appearance, an in-line engine. It was considered a match for the best Allied fighters of the time.
The Fw 190D (nicknamed the ''Dora''; or Long-Nose Dora, ''"Langnasen-Dora"'') improved on the A-series enough to make it useful against the American heavy bombers of the era. The liquid-cooled 1,750 PS (1,726 hp, 1,287 kW) Jumo 213A could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency power with MW-50 injection, improving performance to 426 mph at 21,650 feet. At the time it was expected the D models would replace the A series outright on the production lines, so the first version was called the 'Fw 190D-9', the A-8 being the current production model. Supply problems with the Jumo 213 forced the A model to remain in production longer than expected, making this re-naming effort superfluous.
Due to the multiple attempts to create an effective next generation 190, as well as the comments of some ''Luftwaffe'' pilots, expectations of the Dora project were low. These impressions were not helped by the fact that Tank made it very clear that he intended the D-9 to be a stop-gap until the Ta 152 arrived. These negative opinions existed for some time until positive pilot feedback began arriving at FW and the ''Luftwaffe'' command structure.[23] Sporting excellent handling and performance characteristics, it became very clear that the D-9 was nearly the perfect response to the ''Luftwaffe's'' need for a high-altitude, high-speed interceptor. When flown by capable pilots, the Fw 190D proved to be a match for P-51s and Mk XIV Spitfires. In most World War II pilot circles the D-9 and the similar Ta 152 were considered the pinnacle of German piston engined aircraft.
In order to fit the new engine in the Fw 190 fuselage while maintaining proper balance and weight distribution, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 meters to the fuselage, bringing the overall length to 10.192 meters versus the 9.10 meters of the late war A-9 series. The tail lengthening was accomplished with an added fuselage section, spliced in-between the complete tail unit's front mating line and the extreme rear of the fuselage. This gave the rear fuselage a much "skinnier" appearance.
Furthermore, the move to an inline engine required more components to be factored into the design, most significantly the need for coolant radiators (radial engines are air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an annular radiator installed at the front of the engine, similar to the configuration used in the Jumo powered versions of the Junkers Ju 88, which gave the appearance that the D-9 was still a radial engine-powered aircraft[24]. While the first few Dora's were fitted with the flat-top canopy, these were later replaced with the newer rounded top "blown" canopy first used on the A9 model.
As it was used in the anti-fighter role, armament in the "D" was generally lighter compared to that of the earlier aircraft - usually the outer wing cannon were dropped so that the armament consisted of two 13 mm MG 131 machine guns and two 20 mm MG 151/20E wing root cannon. What little it lost in roll rate, it gained in turn rate, climb, dive and horizontal speed. The Dora still featured the same wing as the A-8, however, and was capable of carrying outer wing cannons as well, as demonstrated by the D-11 variant, with a three-stage supercharger and four wing cannon (two MG 151s and two MK 108s). [25]
Some Fw 190Ds served as fighter cover for Me 262 airfields as the jet fighters were very vulnerable on takeoff and landing. These special units were known as ''Platzsicherungstaffe'', and had the entire aircraft underside painted in red and white or sometimes black and white stripes, possibly inspired by the black-and-white D-Day invasion stripes carried on Allied aircraft in support of the Normandy landings. This unique color scheme served to help anti-aircraft artillery protecting the airfields identify friendly aircraft. The best known of these covering squadrons guarded the airfield of JV 44, operational late in the war, from about March 1945 to May 1945.
Attack versions
While nearly all variants of the Fw 190 could carry bombs and other air-to-ground ordnance, there were two dedicated attack versions of the Fw 190. The ''Luftwaffe'' was looking for aircraft to replace the Henschel Hs 123 biplane, which were seriously outmatched in 1942, as well as the slow and heavy Junkers Ju 87. The excellent low-level performance and reasonably high power of the Fw 190 suggested it would be a "natural" in this role. Two versions of the Fw 190 were eventually made that were customized for this mission.
Fw 190 F
The Fw 190 F was started as a Fw 190 A-0/U4. Early testing started in May 1942. This A-0 was outfitted with centerline and wing mounted ETC-50 bomb racks. The early testing was quite good, and Focke-Wulf began engineering the attack version of the Fw 190. New armor was added to the bottom of the fuselage protecting the fuel tanks and pilot, the engine cowling, and the landing gear mechanisms and outer wing mounted armament. Finally the ''Umrüst-Bausatze'' kit 3 was fitted to the plane by means of a ETC-501 or ER4 centerline mounted bomb rack and up to a SC250 bomb under each wing. This aircraft was designated the Fw 190 F-1. The first 30 Fw 190 F-1s were converted Fw 190 A-4/U3s; however, Focke-Wulf quickly began assembling the planes on the line as Fw 190 F-1s as their own model. The Fw 190 F-2s were converted Fw 190 A-5/U3s, which again were soon assembled as Fw 190 F-2s, not refitted A-5s. There were about 270 Fw 190 F-2s built.
The 'Fw 190 F-3' was based on the Fw 190 A-5/U17, which was outfitted with a centerline-mounted ETC-501 bomb rack, and two double ETC-50 bomb racks under each wing. 432 Fw 190 F-3s were built.
Due to issues creating an effective strafing Fw 190 F able to take out the Russian T-34 tank, the F-4 through F-7 models were abandoned, and all attempts focused on conversion of the Fw 190 A-8.
The 'Fw 190 F-8' differed from the A-8 model with a slightly modified injector on the compressor which allowed for increased performance at lower altitudes for several minutes. The F-8 was also outfitted with the improved FuG 16ZS radio unit which provided much better communication with ground combat units. Armament on the Fw 190 F-8 was two MG 151/20 20 mm cannon in the wing roots and two MG 131 machine guns above the engine. At least 3,400 F-8 were built, probably several hundreds more in December 1944 and from February to May 1945.
Dozens of F-8s served as various test beds for anti-tank armament, including the WGr.28 280 mm ground-to-ground missile, 88 mm ''Panzerschreck'' 2 rockets, ''Panzerblitz'' 1 and R4M rockets.
There were also several ''Umrüst-Bausätze'' kits developed for the F-8, which included:
The U1 long range Jabo, outfitted with underwing V.Mtt-Schloβ shackles to hold two 300-liter fuel tanks. ETC-503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC250 bomb under each wing and two SC250 bombs on the centerline.
The U2 torpedo bomber, outfitted with an ETC-503 bomb rack under each wing and a centerline-mounted ETC-504. The U2 was also equipped with the TSA 2A weapons sighting system that improved the U2's ability to attack seaborne targets.
The U3 heavy torpedo bomber was outfitted with an ETC-502, which allowed it to carry one BT-1400 heavy torpedo. Due to the size of the torpedo, the U3's tail gear needed to be lengthened. The U3 also was fitted with the 2000-hp BMW 801S engine, and the tail from the Ta-152.
The U4, created as a night fighter, was equipped with flame dampers on the exhaust and various electrical systems such as the FuG 101 radio altimeter, the PKS 12 automatic pilot, and the TSA 2A sighting system. Weapons fitted ranged from torpedoes to bombs; however, the U4 was outfitted only with two MG 151/20 cannon as fixed armament.
The 'Fw 190 F-9' was based on the Fw 190 A-9 but with the new Ta-152 tail unit, a new bulged canopy as fitted to late-build A-9s, and four ETC-50 or ETC-70 bomb racks under the wings. 147 F-9 were built in January 1945, probably several hundreds more in December 1944 and from February- May 1945.
Fw 190 G
The Fw 190 G was built as a long range attack aircraft (''Jabo-Rei'', or ''Jagdbomber mit vergrösserter Reichweite''). Following the success of the Fw 190 F as a ''Schlachtflugzeug'' (close support aircraft), both the ''Luftwaffe'' and Focke-Wulf began investigating ways of extending the range of the Fw 190 F. From these needs and tests, the Fw 190 G was born.
There were four distinct versions of the Fw 190 G:
The 'Fw 190 G-1': The first Fw 190Gs were based off of the Fw 190 A-4/U8 jabo-rei's. Initial testing found that if all but two wing root mounted MG 151 cannons (with reduced ammo load) were removed, the Fw 190 G-1 as it was now called, could carry a 250 kg or 500 kg bomb on the center line and, via an ETC 250 rack, up to a 250 kg bomb under each wing. Typically the G-1s flew with underwing fuel tanks, fitted via the VTr-Ju 87 rack. The FuG 25a IFF (identification friend/foe) was fitted on occasion as well as one of the various radio direction finders available at the time. With the removal of the fuselage mounted MG 17s, an additional oil tank was added to support the BMW 801 D-2 engine's longer run times.
The 'Fw 190 G-2': The G-2 was based on the Fw 190A-5/U8 aircraft. The G-2s were similarly equipped to the G-1s, however due to wartime conditions, the underwing drop tank racks were replaced with the much simpler ''V.Mtt-Schloß'' fittings, to allow for a number of underwing configurations. Some G-2s were also fitted with the additional oil tank in place of the MG 17s, however not all were outfitted with the oil tank. Some G-2s were fitted with exhaust dampers and landing lights in the left wing leading edge for night operations.
The 'Fw 190 G-3': The G-3 was based on Fw 190 A-6. Like the earlier G models, all but the two wing root mounted MG 151 cannons were removed. The new V.Fw. Trg bombracks however, allowed the G-3 to simultaneously carry fuel tanks and bomb loads. Because of the range added by two additional fuel tanks, the G-3's duration increased to two hours, 30 minutes. Due to this extra flight duration, a PKS 11 autopilot was fitted. Some G-3s built in late 1943 were also fitted with the a modified 801 D-2 engine which allowed for increased low-altitude performance for short periods of time. The G-3 had two primary ''Rüstsätze'' kits. The R1 replaced the V.Fw. Trg racks with WB 151/20 cannon pods. This gave the G-3/R1 a total of 6 20 mm cannons. When fitted with the R1 kit, the G model's addition armor was typically not used, and the PKS11 removed. The G-3/R1 was used in both ground strafing and anti-bomber roles. The R5 was similar to the R1, but the V.Fw. Trg racks were removed, and two ETC 50 racks per wing were added. As with the R1, the additional armor from the base G model were removed, as was the additional oil tank. In some instances, the fuselage mounted MG 17s were refitted.
The 'Fw 190 G-8': The G-8 was based on the FW 190A-8. The G-8 used the same "bubble" canopy of the F-8, and was fitted with underwing ETC 503 racks that could carry either bombs or drop tanks. Two primary ''Rüstsätze'' kits were also seen on the F-8. The R4, which was a planned refit for the GM1 engine boost system, but never made it into production, and the R5 which replaced the ETC 503's with two ETC 50 or 71 racks. Due to the similarities with the F-8, the G-8 was only in production for a short amount of time.
Some Gs were field modified to carry 1000 kg, 1600 kg and 1800 kg bombs. When this was done the landing gear was slightly improved by enhancing the oleo struts and using reinforced tires.
Approximately 800 FW 190Gs were built in all variants. Due to war conditions, the manufacturing environment and the use of special workshops during the later years of the war, the accurate number of G models built is next to impossible to determine. During the later years of the way, use of "composite" aircraft, for example, wings from a fuselage damaged plane, and the fuselage from a wing damaged plane were often reassembled and listed as a Fw 190G with a new serial number. The Fw 190G-1 currently at the National Air and Space Museum is one of these "composite" planes, built from the fuselage of a Fw 190A-7.[26]
Trainer versions
DSCF0844.JPG)
Fw 190F-8/U1 (rebuilt as an S-8), Wk Nr 584219, "Black 30" on display at RAF Hendon. This particular machine was attached to ''Jagdflieger schule'' 103.
As the ''Luftwaffe'' phased out older planes such as the Ju 87, and replaced them with the FW 190, many pilots required flight training to make the transition as quickly and smoothly as possilbe. Thus was born the ''Schulflugzeug'',[27] or training aircraft, version of the Fw 190. Several old Fw 190 A-5s, and later in 1944, A-8s, were converted by replacing the MW50 tank with a second cockpit. The canopy was modified, replaced with a new three section unit, which opened to the side, similar to the Bf109. The rear portion of the fuselage was closed off with sheet metal. Orginally designated FW 190A8-U1, they were later given the Fw 190 S-5 and S-8 designation. There were an estimated 58 Fw 190 S-5 and S-8 models converted or built.[28]
Late war
After the "D," later variants of the 190 were named "Ta", after Kurt Tank, when the RLM changed their naming to reflect the chief designer instead of the company he worked form. This was a singularly rare honorific, Tank was the first engineer to be so honored. The aircraft developed into something much different than earlier Fw 190 models. The most promising design was the Ta 152H; the "H" model used the liquid-cooled Jumo 213E engine and possessed a much greater wing area for better high-altitude performance - to attack the expected B-29s. It was capable of speeds in excess of 700 km/h and had a service ceiling of around 15,000 m. Armed with a single 30 mm cannon and two MG 151/20E guns, it was highly promising, but manufacturing problems, materials shortages and the disruption towards the end of the war resulted in very few Ta 152s of all types being built (no more than 150 in total). Effort was also diverted into further prototype work, the lower-altitude Ta 152C with a DB 603 engine and five cannon [this possessed the noticeably shorter wing].
Fw 190As were also used to launch and control the unmanned ''Mistel'' guided bombs during the last days of the Western Front in the Second World War. Most of the ''Mistels'' used in combat were launched from Fw 190 motherships.
Operators
Captured FW 190 at US base in Europe
;
★ French Air Force ordered postwar in the SNCA aircraft company 64 examples of the Fw 190 A-5/A-6 under the designation, 'NC 900'. Aircraft were used operationally for a short period and withdrawn due to problems with the BMW-801 engines.
;Germany
★ Luftwaffe
;Hungary
★ Royal Hungarian Air Force received 72 Fw 190 F-8s for training and defensive purposes.
;
★ Imperial Japanese Army Air Force received two Fw 190 A-5/A-8s for evaluation.
;Romania
★ Royal Romanian Air Force received a number of Fw 190 A-8s used for defensive purposes in metropolitan areas.
;
★ Soviet Air Force captured examples of the Fw 190A and D series. Served in Baltic Fleet.
;
★ Turkish Air Force, beginning in mid-1942, received 72 examples of the 'Fw 190 A-3a' (export model of A-3, a stood for ''ausländisch'' - foreign) from Germany to modernize their air force. These aircraft were basically Fw 190 A-3s, with BMW 801 D-2 engines and FuG VIIa radios and an armament fit of four MG 17s, with the option of installing two MG FF/M cannon in the outer wing positions. The export order was completed between October 1942 and March 1943. The Fw 190 remained in service until 1948-1949.
;
★ Royal Air Force captured three Fw 190As in different circumstances, including the infamous Faber misjudgment.[8]
;United States
★ United States Army Air Force captured several Fw 190s as bases were abandoned by the ''Luftwaffe''; several were flown as unit "hacks".
★ United States Navy had an example of the A-5 (W.Nr. 150051) at the Patuxent Naval Air Test Center for some time, with it painted in the standard mid-war three-color maritime scheme they used in World War II.
Fw 190 and Ki-61
During the war, Germany sent one Fw 190 A-8 to Japan for technical evaluation. The analysis of the FW-190 assisted in the development of the radial-engined Kawasaki Ki-100 from the inline-engined Ki-61 Hien "Tony," specifically, the successful mating of a wide engine to a narrow airframe. The Ki-61 itself was influenced by German engineering in that it was powered by a Japanese version of the early Bf 109's Daimler-Benz DB 601 engine. [30]
Survivors
Focke-Wulf Fw 190 D-13/R11, "Yellow 10," Serial No: 836017 from the Champlin Fighter Museum, Phoenix, Arizona, c. 1995.
Airframe salvage and recovery
The Fw 190 A-3, photographed just after being salvaged.
Modern Fw 190
Starting in 1997, a small German company, FLUGWERK GmbH [3], began work on a new Fw 190A-8. These Fw 190A-8s are new builds from the ground up, using many original dies, plans and other information from the war. Werk numbers continued from where the German war machine left off with the new Fw 190A-8 labeled FW 190A-8/N (N for ''Nachbau'' (English: "reproduction, replica or clone"). Some of these new Fw 190s are known to be fitted with the original tail wheel units from the Second World War; a small cache of tail gear having been discovered. In November 2005, the first flights were completed. Ironically, since the BMW 801 engines are no longer available, a Chinese licenced Russian engine, the ASh-82FN 14-cylinder twin-row radial engine, which powered some of the Fw 190's opposition: the La-5 and La-7, powers the new Fw 190A-8/N.
Work has also been recently started on a Fw 190D-9, and, again in a bit of irony, will be powered by a modified Allison V-1710 V-12, the powerplant of the P-39 Airacobra, another foe of the Fw 190 often flown by Russian forces in the Second World War.
The Fw 190A-8/N participated in the Finnish war movie Tali-Ihantala 1944, painted in the same markings as ''Oberst'' Erich Rudorffer's aircraft in 1944.[32] The movie is scheduled for screening in fall 2007.
The White 1 Foundation, primarily involved in the restoration to airworthiness of an original Fw 190F (the ''White 1'', last flown by Unteroffizier Heinz Orlowski in WW II) that served with the "Arctic Ocean Fighter Wing" of the Luftwaffe, JG 5 ''"Eismeer"'', also has a pair of vintage Junkers Jumo 213 engines in its collection, complete with original annular radiators, and apparently plans an Fw 190 D-9 aircraft project of its own based on one of the engines.
Specifications (Fw 190A-8)
Specifications (Fw 190D-9)
References
1. Andrews and Morgan 1987, p.225 "It soon became clear that this new enemy type, with its air-cooled radial engine, much larger than the Merlin and closely cowled to reduce drag, and with a superlative rate of roll, was decidedly superior to the Spitfire V."
2. Shacklady 2005, p. 25.
3. Green and Swanborough 2001, p. 13.
4. Price 2000, p. 6.
5. Green and Swanborough 2001, p. 13.
6. Shacklady 2005, p. 30.
7. Janowicz 2001, p. 14.
8. Armin Faber
9. Rafwaffe
10. Janowicz 2001, p. 25.
11. Janowicz 2001, p. 25-27.
12. Janowicz 2001, p. 27-32.
13. Janowicz 2001, p. 32-34.
14. Janowicz 2001, p. 34-38.
15. Janowicz 2001, p. 38-40.
16. Janowicz 2001, p. 40-41.
17. Janowicz 2001, p. 41-43.
18. Janowicz 2001, p. 43-45.
19. Breffort & Joineau 2007, p.25.
20. Janowicz 2001, p. 66-67.
21. Focke-Wulf Fw 190D
22. Fw 190 V18/U1
23. Donald 1994, p. 80.
24. Donald 1994, p. 76.
25. Donald 1994, p. 80, 84.
26. http://www.nasm.si.edu/research/aero/aircraft/focke_190f.htm
27. Schulflugzeug
28. Focke Wulf FW 190 Vol. 1, Janowicz, page 55-56
29. Armin Faber
30. Tony
31. Images of the recovery operation and the air plane from Norwegian newspaper BA
32. Flug Werk's homepage with replica
----
★ Andrews, C. F. and Morgan E. B. ''Supermarine Aircraft since 1914''. London. Putnam. Second Edition. 1987. ISBN 085177 800 3.
★ Donald, David , ed. ''Warplanes of the Luftwaffe''. London. Aerospace Publishing. 1994. ISBN 1-874023-56-5.
★ Green, William and Swanborough, Gordon. ''The Focke-Wulf 190: Fw 190.'' Newton Abbot, UK: David & Charles, 1976. ISBN 0-7153-7084-7.
★ Janowicz, Krzysztof. ''Focke-Wulf Fw 190, Volume 1.'' London: Kagero Publications, 2001. ISBN 83-89088-11-8.
★ Jessen, Morten. ''Focke-Wulf 190: The Birth of the Butcher Bird 1939-1943.'' London: Greenhill Books, 1998. ISBN 1-85367-328-5.
★ Kosin, Ruediger. ''The German Fighter Since 1915- translation of Die Entwicklung der deutschen Jagdflugzeuge.'' London: Putnam, 1988. ISBN 0-85177-822-4.
★ Lorant and Goyat, ''JG 300 (two volumes translated by Neil Page).'' Hamilton, MT: Eagle Editions, 2006. Vol. 1: ISBN 0-9761034-0-0, Vol. 2: ISBN 0-9761034-2-7.
★ Lowe, Malcolm. ''Production Line to Front Line #5, Focke-Wulf Fw 190.'' London: Osprey, 2003. ISBN 1-84176-438-8.
★ Nowarra, Heinz J. ''The Focke-Wulf Fw 190 Fighters, Bombers, Ground Attack Aircraft.'' West Chester, PA: Schiffer Publications, 1991. ISBN 0-88740-354-9.
★ Page, Neil. "The Sturmgruppen - Bomber Destroyers 1944." ''Scale and Aircraft Modeling''. March 2001.
★ Price, Alfred. ''Focke Wulf Fw 190 in Combat''. London: Sutton Publishing, 2000. ISBN 0-75092-548-5.
★ Rodeike, Peter. ''Jagdflugzeug 190.'' Eutin: Struve druck, 1998. ISBN 3-923457-44-8.
★ Ryle, E.B. and Laing, M. ''Walk Around Number 22: Focke-Wulf Fw 190A/F.'' Carrollton, TX: Squadron/Signal Publications, 1997. ISBN 0-89747-374-4.
★ Shacklady, Edward. ''Butcher Bird: Focke-Wulf Fw 190''. Bristol, UK: Cerberus Publishing Ltd., 2005. ISBN 1-84145-103-7.
★ Wagner, Ray and Nowarra, Heinz. ''German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945''. New York: Doubleday, 1971.
★ Winchester, Jim. "Focke-Wulf Fw 190." ''Aircraft of World War II''. London: Grange Books, 2004. ISBN 1-84013-639-1.
External links
★ The rebuilding of a complete series of original-like FW-190s in Germany
★ White 1 Foundation-restoring a radial engined Fw 190F to flying condition in Florida, USA
★ Warbird Alley Fw190 page
★ Die Geschichte der Focke-Wulf 190 (German, but lots of data)
★ - Neil Page's web site - translated German pilot accounts and exclusive material on the leading Fw 190 Reich's defence Geschwader JG 300
★ List of preserved Fw190s around the world
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