Fw 190 | |
---|---|
Fw 190A-3 of Stab. 7./JG2, June 1942.[N 1] | |
Role | Fighter |
Manufacturer | Primarily Focke-Wulf Flugzeugbau AG, but also AGO , Arado , Fieseler , Mimetall, Norddeutsche Dornier and others |
Designer | Kurt Tank |
First flight | 1 June 1939 |
Introduction | August 1941 |
Retired | 9 May 1945 (Luftwaffe) 1949 (Turkey) |
Primary users | Luftwaffe Hungarian Air Force Turkish Air Force |
Produced | 1941–45; 1996: 16 reproductions |
Number built | Over 20,000[2] |
Variants | Ta 152 |
The Focke-Wulf Fw 190 Würger (English: Shrike ) is a German single-seat, single-engine fighter aircraft designed by Kurt Tank in the late 1930s and widely used during World War II . Along with its well-known counterpart, the Messerschmitt Bf 109 , the Fw 190 became the backbone of the Luftwaffe 's Jagdwaffe (Fighter Force). The twin-row BMW 801 radial engine that powered most operational versions enabled the Fw 190 to lift larger loads than the Bf 109, allowing its use as a day fighter , fighter-bomber , ground-attack aircraft and, to a lesser degree, night fighter .
The Fw 190A started flying operationally over France in August 1941, and quickly proved superior in all but turn radius to the Royal Air Force 's main front-line fighter, the Spitfire Mk. V ,[3] particularly at low and medium altitudes. The 190 maintained superiority over Allied fighters until the introduction of the improved Spitfire Mk. IX .[4] In November/December 1942, the Fw 190 made its air combat debut on the Eastern Front , finding much success in fighter wings and specialised ground attack units called Schlachtgeschwader (Battle Wings or Strike Wings) from October 1943 onwards. The Fw 190 provided greater firepower than the Bf 109 and, at low to medium altitude, superior manoeuvrability, in the opinion of German pilots who flew both fighters.
The Fw 190A series' performance decreased at high altitudes (usually 6,000 m (20,000 ft) and above), which reduced its effectiveness as a high-altitude interceptor. From the Fw 190's inception, there had been ongoing efforts to address this with a turbosupercharged BMW 801 in the B model, the much longer-nosed C model with efforts to also turbocharge its chosen Daimler-Benz DB 603 inverted V12 powerplant, and the similarly long-nosed D model with the Junkers Jumo 213 . Problems with the turbocharger installations on the -B and -C subtypes meant only the D model would enter service, doing so in September 1944. While these "long nose" versions gave the Germans parity with Allied opponents, they arrived far too late in the war to have any real effect.
The Fw 190 was well-liked by its pilots. Some of the Luftwaffe's most successful fighter aces claimed a great many of their kills while flying it, including Otto Kittel , Walter Nowotny and Erich Rudorffer .
Between 1934 and 1935 the German Ministry of Aviation (RLM) ran a contest to produce a modern fighter for the rearming Luftwaffe . Kurt Tank entered the parasol-winged Fw 159 into the contest, against the Arado Ar 80 , Heinkel He 112 and Messerschmitt Bf 109 . The Fw 159 was hopelessly outclassed, and was soon eliminated from the competition along with the Ar 80. The He 112 and Bf 109 were generally similar in design but the 109's lightweight construction gave it a performance edge the 112 was never able to match. On 12 March 1936 the 109 was declared the winner.
Even before the 109 had entered squadron service, in autumn 1937 the RLM sent out a new tender asking various designers for a new fighter to fight alongside the Bf 109, as Walter Günther had done with his firm's follow-on to the unsuccessful He 100 and He 112 . Although the Bf 109 was an extremely competitive fighter, the Ministry was worried that future foreign designs might outclass it, and wanted to have new aircraft under development to meet these possible challenges.[5] Kurt Tank responded with a number of designs, most based around a liquid-cooled inline engine.
However, it was not until a design was presented using the air-cooled, 14-cylinder BMW 139 radial engine that the Ministry of Aviation's interest was aroused.[6] As this design used a radial engine, it would not compete with the inline-powered Bf 109 for engines, when there were already too few Daimler-Benz DB 601s to go around.[7] This was not the case for competing designs like the Heinkel He 100 or twin-engined Focke-Wulf Fw 187 , where production would compete with the 109 and Messerschmitt Bf 110 for engine supplies. After the war, Tank denied a rumour that he had to "fight a battle" with the Ministry to convince them of the radial engine's merits.[8]
At the time, the use of radial engines in land-based fighters was relatively rare in Europe, as it was believed that their large frontal area would cause too much drag on something as small as a fighter. Tank was not convinced of this, having witnessed the successful use of radial engines by the U.S. Navy , and felt a properly streamlined installation would eliminate this problem.[7]
The hottest points on any air-cooled engine are the cylinder heads, located around the circumference of a radial engine . In order to provide sufficient air to cool the engine, airflow had to be maximized at this outer edge. This was normally accomplished by leaving the majority of the front face of the engine open to the air, causing considerable drag . During the late 1920s, NACA led development of a dramatic improvement by placing an airfoil -shaped ring around the outside of the cylinder heads (the NACA cowling ). The shaping accelerated the air as it entered the front of the cowl, increasing the total airflow, and allowing the opening in front of the engine to be made smaller.[9]
Tank introduced a further refinement to this basic concept. He suggested placing most of the airflow components on the propeller, in the form of an oversized propeller spinner whose outside diameter was the same as the engine. The cowl around the engine proper was greatly simplified, essentially a basic cylinder. Air entered through a small hole at the centre of the spinner, and was directed through ductwork in the spinner so it was blowing rearward along the cylinder heads. To provide enough airflow, an internal cone was placed in the centre of the hole, over the propeller hub, which was intended to compress the airflow and allow a smaller opening to be used. In theory, the tight-fitting cowling also provided some thrust due to the compression and heating of air as it flowed through the cowling.[10]
As to the rest of the design philosophy, Tank wanted something more than an aircraft built only for speed. Tank outlined the reasoning:
The Messerschmitt 109 [sic ] and the British Spitfire, the two fastest fighters in world at the time we began work on the Fw 190, could both be summed up as a very large engine on the front of the smallest possible airframe; in each case armament had been added almost as an afterthought. These designs, both of which admittedly proved successful, could be likened to racehorses: given the right amount of pampering and easy course, they could outrun anything. But the moment the going became tough they were liable to falter. During World War I, I served in the cavalry and in the infantry. I had seen the harsh conditions under which military equipment had to work in wartime. I felt sure that a quite different breed of fighter would also have a place in any future conflict: one that could operate from ill-prepared front-line airfields; one that could be flown and maintained by men who had received only short training; and one that could absorb a reasonable amount of battle damage and still get back. This was the background thinking behind the Focke-Wulf 190; it was not to be a racehorse but a Dienstpferd , a cavalry horse.[11]
An Fw 190F's tailfin, showing the triangular hinged panel for access to the tailwheel retraction mechanics inside of it.In contrast to the complex, failure-prone fuselage mounted main gear legs of the earlier Fw 159, one of the main features of the Fw 190 was its wide-tracked, inwards-retracting landing gear. They were designed to withstand a sink rate of 4.5 meters per second (15 feet per second, 900 feet per minute), double the strength factor usually required. Hydraulic wheel brakes were used.[12] The wide-track undercarriage produced better ground handling characteristics, and the Fw 190 suffered fewer ground accidents than the Bf 109. (The Bf 109's narrow-track, outwards-retracting landing gear hinged on its wing root structure to help lower weight, but this led to inherent weakness and many failures and ground loops.[12] ) The Fw 190's retractable tail gear used a cable, anchored to the "elbow" at the midpoint of the starboard maingear's transverse retraction arms, which ran aftwards within the fuselage to the vertical fin to operate the tailwheel retraction function. The tailwheel's retraction mechanical design possessed a set of pulleys to guide the aforementioned cable to the top of the tailwheel's oleo strut , pulling it upwards along a diagonal track within the fin, into the lower fuselage[13] — this mechanism was accessible through prominently visible twin triangular-shaped hinged panels, one per side, in the fin's side sheetmetal covering.[14] On some versions of the Fw 190 an extended oleo strut could be fitted for larger-sized loads (such as bombs or even a torpedo) beneath the fuselage.[15]
Most aircraft of the era used cables and pulleys to operate their controls. The cables tended to stretch, resulting in the sensations of "give" and "play" that made the controls less crisp and responsive, and required constant maintenance to correct. For the new design, the team replaced the cables with rigid pushrods and bearings to eliminate this problem.[N 2] Another innovation was making the controls as light as possible. The maximum resistance of the ailerons was limited to 3.5 kg (8 lb), as the average man's wrist could not exert a greater force. The empennage (tail assembly) featured relatively small and well-balanced horizontal and vertical surfaces.[16]
The design team also attempted to minimize changes in the aircraft's trim at varying speeds, thus reducing the pilot's workload. They were so successful in this regard that they found in-flight-adjustable aileron and rudder trim tabs were not necessary. Small, fixed tabs were fitted to control surfaces and adjusted for proper balance during initial test flights. Only the elevator trim needed to be adjusted in flight (a feature common to all aircraft). This was accomplished by tilting the entire horizontal tailplane with an electric motor, with an angle of incidence ranging from −3° to +5°.[17]
Another aspect of the new design was the extensive use of electrically powered equipment instead of the hydraulic systems used by most aircraft manufacturers of the time. On the first two prototypes, the main landing gear was hydraulic. Starting with the third prototype, the undercarriage was operated by push buttons controlling electric motors in the wings, and was kept in position by electric up and down-locks.[18] The armament was also loaded and fired electrically. Tank believed that service use would prove that electrically powered systems were more reliable and more rugged than hydraulics, electric lines being much less prone to damage from enemy fire.[16]
Like the Bf 109, the Fw 190 featured a fairly small wing planform with relatively high wing loading . This presents a trade-off in performance. An aircraft with a smaller wing suffers less drag under most flight conditions and therefore flies faster and may have better range. However, it also means the aircraft has a higher stalling speed making it less maneuverable, and also reduces performance in the thinner air at higher altitudes. The wings spanned 9.5 m (31 ft 2 in) and had an area of 15 m² (161 ft²). The wing was designed using the NACA 23015.3 airfoil at the root and the NACA 23009 airfoil at the tip.[19]
Earlier aircraft designs generally featured canopies consisting of small plates of perspex (called Plexiglas in the United States) in a metal framework, with the top of the canopy even with the rear fuselage. This design considerably limited visibility, especially to the rear. The introduction of vacuum forming led to the creation of the "bubble canopy" which was largely self-supporting, and could be mounted over the cockpit, offering greatly improved all-round visibility. Tank's design for the Fw 190 used a canopy with a frame that ran around the perimeter, with only a short, centerline seam along the top, running rearward from the radio antenna fitting where the three-panel windscreen and forward edge of the canopy met, just in front of the pilot.
The eventual choice of the BMW 801 14-cylinder radial over the more troublesome BMW 139 also brought with it a BMW-designed cowling "system" which integrated the radiator used to cool the motor oil. An annular, ring-shaped oil cooler core was built into the BMW-provided forward cowl, just behind the fan. The outer portion of the oil cooler's core was in contact with the main cowling's sheet metal. Comprising the BMW-designed forward cowl, in front of the oil cooler was a ring of metal with a C-shaped cross-section, with the outer lip lying just outside the rim of the cowl, and the inner side on the inside of the oil cooler core. Together, the metal ring and cowling formed an S-shaped duct with the oil cooler's core contained between them. Airflow past the gap between the cowl and outer lip of the metal ring produced a vacuum effect that pulled air from the front of the engine forward across the oil cooler core to provide cooling for the 801's motor oil. The rate of cooling airflow over the core could be controlled by moving the metal ring in order to open or close the gap. The reasons for this complex system were threefold. One was to reduce any extra aerodynamic drag of the oil radiator, in this case largely eliminating it by placing it within the same cowling as the engine. The second was to warm the air before it flowed to the radiator to aid warming the oil during starting. Finally, by placing the radiator behind the fan, cooling was provided even while the aircraft was parked. The disadvantage to this design was that the radiator was in an extremely vulnerable location, and the metal ring was increasingly armoured as the war progressed.[20]
Fw 190 V5Fitted with the larger, more powerful 14-cylinder two-row BMW 801 radial engine. This engine introduced a pioneering example of an engine management system called the Kommandogerät (command-device) designed by BMW, who also designed the 801's forward cowling with its integral oil cooling system:[20] the Kommandogerät functioned in effect as an electro-mechanical computer which set mixture, propeller pitch (for the constant-speed propeller ), boost, and magneto timing.[23] Fw 190 V5k(kleine Fläche — small surface) The smaller span initial variant re-designated after the longer span wing was fitted. The V5 first flew in the early spring of 1940. The weight increase with all of the modifications was substantial, about 635 kg (1,400 lb), leading to higher wing loading and a deterioration in handling. Plans were made to create a new wing with more area to address these issues.[24] Fw 190 V5g(große Fläche — large surface) In August 1940 a collision with a ground vehicle damaged the V5 and it was sent back to the factory for major repairs. This was an opportune time to rebuild it with a new wing which was less tapered in plan than the original design, extending the leading and trailing edges outward to increase the area. The new wing had an area of 18.30 m² (197 ft²), and now spanned 10.506 m (34 ft 5 in). After conversion, the aircraft was called the V5g for große Fläche (large surface). Although it was 10 km/h (6 mph) slower than when fitted with the small wing, V5g was much more manoeuvrable and had a faster climb rate.[24] This new wing platform was to be used for all major production versions of the Fw 190.[22]
A total of 13,291 Fw 190 A-model aircraft were produced.[37]
Tank started looking at ways to address the altitude performance problem early in the program. In 1941, he proposed a number of versions featuring new powerplants, and he suggested using turbochargers in place of superchargers. Three such installations were outlined
Fw 190 V12(an A-0) would be outfitted with many of the elements which eventually led to the B series.Fw 190 V13(W.Nr. 0036) first C-series prototypeFw 190 V15(W.Nr. 0036) second C-series prototypeFw 190 V16(W.Nr. 0036) third C-series prototypeFw 190 V18(W.Nr. 0036) fourth C-series prototypeFw 190 B-0With a turbocharged BMW 801Fw 190 B-1This aircraft was similar to the B-0, but had slightly different armament. In its initial layout, the B-1 was to be fitted with four 7.92 mm (.312 in) MG 17s and two 20 mm MG-FFs. One was fitted with two MG 17s, two 20 mm MG 151s and two 20 mm MG-FFs. After the completion of W.Nr. 811, no further Fw 190 B models were ordered. An early production Fw 190 D-9 at the Cottbus plant. Note the early canopy and redesigned, simplified centreline rack carrying a 300 L drop tank.[38] Fw 190 CWith a turbocharged Daimler-Benz DB 603 , the tail of the aircraft had to be lengthened in order to maintain the desired centre of gravity . Four additional prototypes based on the V18/U1 followed: V29, V30, V32 and V33 .Fw 190 DThe Fw 190 D (nicknamed Dora ; or Long-Nose Dora ("Langnasen-Dora" ) was intended as the high-altitude performance version of the A-series.Fw 190 D-0The first D-0 prototype was completed in October 1942 with a supercharged Junkers Jumo 213 including a pressurized cockpit and other features making them more suitable for high-altitude work.[39] This captured Fw 190 D-9 appears to be a late production aircraft built by Fieseler at Kassel . It has a late style canopy; the horizontal black stripe with white outline shows that this was a II. Gruppe aircraft. Fw 190 D-1Initial productionFw 190 D-2Initial production Fw 190 D-9The D-9 series was rarely used against heavy-bomber raids, as the circumstances of the war in late 1944 meant that fighter-versus-fighter combat and ground attack missions took priority.[40] [40] [41] [42] This model was the basis for the follow-on Focke-Wulf Ta 152 aircraft.Fw 190 D-11Fitted with the up-rated Jumo 213F series engine similar to the Jumo 213E used in the Ta-152 H series but minus the intercooler. Two 30 mm (1.18 in) MK 108 cannons were installed in the outer wings to complement the 20 mm MG 151s in the inboard positions.[43] Fw 190 D-13/R11, Champlin Fighter Museum , Phoenix, Arizona (c.1995) Fw 190 D-12Similar to the D-11, but featured the 30 mm (1.18 in) MK 108 cannon in a Motorkanone installation firing through the propeller hub.Fw 190 D-13The D-13 would be fitted with a 20 mm MG 151/20 motor cannon.The National Air & Space Museum's restored Fw 190 F-8 in late war, "low-visibility" Balkenkreuz markings Fw 190 F-8Based on the A-8 Fighter, having a slightly modified injector on the compressor which allowed for increased performance at lower altitudes for several minutes. Armament of the Fw 190 F-8 was two 20 mm MG 151/20 cannon in the wing roots and two 13 mm (.51 in) MG 131 machine guns above the engine. It was outfited with an ETC 501 Bomb rack as centerline mount and four ETC 50 bomb racks as underwing mounts.Fw 190 F-8/U1 — long range JaBo, fitted with underwing V.Mtt-Schloß shackles to hold two of the Luftwaffe's standardized 300 L (80 US gal) drop tanks. ETC 503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC 250 bomb under each wing and one SC 250 bomb on the centreline.Fw 190 F-8/U2 — prototype torpedo bomber, fitted with an ETC 503 bomb rack under each wing and a centre-line mounted ETC 504. The U2 was also equipped with the TSA 2 A weapons sighting system that improved the U2's ability to attack seaborne targets with a 700 kg (1,500 lb) BT 700.[44] Fw 190 F-8/U3 — heavy torpedo bomber was outfitted with an ETC 502, which allowed it to carry one BT-1400 heavy torpedo (1,400 kg (3,100 lb)). Owing to the size of the torpedo, the U3's tail gear needed to be lengthened. The U3 also was fitted with the 2,000 PS BMW 801S engine, and the tail from the Ta 152.[citation needed ]Fw 190 F-8/U4 — created as a night bomber, 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 2 A sighting system. The U4 was fitted with only two MG 151/20 cannon as fixed armament.Fw 190 F-8/R3 — project with two underwing mounted 30mm MK 103 cannon.Fw 190 F-9based on the Fw 190 A-9, equipped with a new bulged canopy as fitted to late-build F-8s and A-8s, and four ETC 50 or ETC 70 bomb racks under the wings. According to Ministry of Aviation acceptance reports, 147 F-9s were built in January 1945, and perhaps several hundred more from February to May 1945. (Data for these months is missing and probably lost.)[citation needed ] Fw 190 G-1 showing the ETC 250 bomb rack, carrying a 250 kg (550 lb) bomb, and the underwing 300 litre drop tanks on VTr-Ju 87 mounts. Fw 190 GThe Fw 190 G was built as a long-range attack aircraft (Jagdbomber mit vergrösserter Reichweite — abbreviated JaBo Rei ). Following the success of the Fw 190 F as a Schlachtflugzeug (close support, or "strike aircraft"), both the Luftwaffe and Focke-Wulf began investigating ways of extending the range of the Fw 190 F. Approximately 1,300 Fw 190 Gs of all variants were new built.Fw 190 G-1The G-1 was renamed from A-4/U8 JaBo Rei's. Initial testing found that if all but two wing root mounted 20 mm MG 151 cannons (with reduced ammunition load) were removed, the Fw 190 G-1 (as it was now called) could carry a 250 kg (550 lb) or 500 kg (1,100 lb) bomb on the centreline and up to a 250 kg (550 lb) bomb under each wing.Fw 190 G-2The G-2 was renamed from Fw 190 A-5/U8 aircraft, similar to the G-1; the underwing drop tank racks were replaced with the much simpler V.Mtt-Schloß fittings, to allow for a number of underwing configurations.Fw 190 G-3The G-3 was based on A-6 with all but the two wing root mounted MG 151 cannons removed. The new V.Fw. Trg bombracks, however, allowed the G-3 to simultaneously carry fuel tanks and bomb loadsFw 190 G-3/R1 — The G-3/R1 replaced the V.Fw. Trg racks with a pair of Waffen-Behälter WB 151/20 conformal cannon pods; each mounting a pair of Mauser MG 151/20 autocannon, giving the G-3/R1 - with its existing pair of wing-root mounted, synchronized MG 151/20 autocannon, a total of six such ordnance pieces.[45] Fw 190 G-3/R5 — The G-3/R5 was similar to the R1, but the V.Fw. Trg racks were removed, and two ETC 50 racks per wing were added.Fw 190 G-8The G-8 was based on the Fw 190 A-8, using the same "bubble" canopy as the F-8 and fitted with underwing ETC 503 racks that could carry either bombs or drop tanks.Fw 190 G-8/R4 — The G-8/R4 kit was a planned refit for the GM 1 engine boost system, but never made it into production.Fw 190 G-8/R5 — The G-8/R5 kit replaced the ETC 503 racks with two ETC 50 or 71 racks.
The Fw 190 participated on every major combat front where the Luftwaffe operated after 1941, and did so with success in a variety of roles.
Luftwaffe pilots who flew both the Fw 190 and the Bf 109 generally felt that, with the exception of high altitude capability, the Fw 190 was superior.
A 0.40 km² (100 acre) Focke-Wulf plant east of Marienburg was bombed by the Eighth Air Force on 9 October 1944.[47] In addition, one of the most important sub-contractors for the radial-engined Fw 190s was AGO Flugzeugwerke , which from 1941 through to the end of the war produced enough Fw 190s to earn it major attention from the USAAF , with the AGO plant in Oschersleben being attacked at least five times during the war from 1943 onwards.
Some 28 original Fw 190s are in museums or in the hands of private collectors around the world.
In 1997 a German company, Flug Werk GmbH , began manufacturing new Fw 190 models as reproductions. By 2012 almost 20 had been produced, most flyable, a few as static display models, with airworthy examples usually powered by Chinese-manufactured Shvetsov ASh-82 twin-row, 14-cylinder radial powerplants,[48] which have a displacement of 41.2 litres, close to the BMW 801's 41.8 litres, with the same engine cylinder arrangement and number of cylinders.
The Flying Heritage & Combat Armor Museum 's airworthy Fw 190A-5, WkNr. 151 227, on indoor display between flights.The nearly intact wreck of an Fw 190 A-5/U3 (Werknummer 151 227) that had crashed in a marsh in a forest near Saint Petersburg , Russia in 1943 was located in 1989.[49] After restoration in the US, the Fw 190 flew again (with the original BMW 801 powerplant) on 1 December 2010.[50] Following the successful test flight, the aircraft was then trucked up to the Flying Heritage & Combat Armor Museum , where it was reassembled in April 2011 and returned to airworthy condition.[51]
At least five surviving Fw 190A radial-engined aircraft are known to have been assigned to the Luftwaffe's JG 5 wing in Herdla, Norway. More German fighter aircraft on display in museums in the 21st century have originated from this unit than from any other Axis Powers' military aviation unit of World War II.
The Turkish Air Force retired all of its Fw 190A-3 fleet at the end of 1947 mostly because of lack of spare parts. It is rumored that American-Turkish bilateral agreements required retiring and scrapping of all German origin aircraft although this requirement did not exist for any other country. According to Hürriyet Daily News all of retired Fw 190s were saved from scrapping by wrapping them with protective cloths and burying them in the soil near the Aviation Supply and Maintenance Center at Kayseri city. Several attempts are supposed to have been made to find and move these aircraft to museums, none of them have been successful, which indicates the story is probably a hoax.[52]
Data from Fw 190 A8 [citation needed ]
General characteristics
Performance
Armament
Data from [citation needed ]
General characteristics
Performance
Armament