Fw 190 Variants - The Focke Wulf Fw 190, designed by Kurt Tank, was developed as a replacement for the Messerschmitt Bf 109. It was first powered by a Daimler Benz engine, the DB601 which was an inboard engine, and later the B.M.W. Radial drive, first the 139 and later the more powerful 801 with 1,600 hp. Despite initial teething problems, mainly related to engine overheating due to early high revs with low resistance ducts, the FW 190 proved a worthy opponent of anything the Allies could put in the skies to face it and was worthy for him. name. "Wurger" (English "Davil").
The aircraft was widely used during World War II, with over 20,000 built, including around 6,000 fighter-bomber models. Production lasted from 1941 until the end of hostilities, during which time the aircraft was constantly updated. Subsequent versions maintained qualitative parity with the Allied fighters, but Germany was never able to produce the aircraft in sufficient numbers to influence the outcome of the war.
Fw 190 Variants
The Fw 190 was well received by its pilots, and was soon replaced by the RAF's main front-line fighter, the Spitfire Mk. V, at the beginning of his war in 1941. Like the Bf 109, the Fw 190 was a "workhorse", serving in a variety of roles including ground attack, night fighter-bomber, long-range bomber escort and proved to be a hit. and Night Fighter.
Nzff • Classics Hangar Fw 190, The Late Variants
The first prototype, the Fw 190 V1, powered by a 1,550 hp BMW 139 twin-row 14-cylinder radial engine, with civil registration D-OPZE, was flown on 1 June 1939 and soon became the first prototype for such a relatively small aircraft to demonstrate exceptional qualities, with excellent handling, good visibility and speed (initially about 610 km/h (380 mph)). Roll rate was 162° at 410 km/h (255 mph), but the aircraft had a stall speed of 205 km/h (127 mph). According to pilots who flew the first prototype, its wide landing gear made it easier to take off and land, resulting in a more versatile and safer aircraft on the ground than the Bf 109. The wingspan was 9.5 m (31 ft 2 in) and had an area of 15 m² (161.46 ft²).
Problems with the remote location of the cockpit 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 Hans Sander, chief test pilot of the Focke-Wulf, remarked, "It was like sitting with both feet in a fireplace." The earliest V1s used a giant swirl covering the entire area of the front engine cowl, through which the cooling air was expelled; An additional small, pointed centrifuge placed inside the duct was intended to compress and accelerate the air flow, in the hope that this would be sufficient to cool the engine. Flight tests soon showed that the expected benefits of the design could not be realized, and after the first few flights, this arrangement was replaced by a smaller, more conventional centrifuge, rotating only the center of a three-bladed VDM propeller. to cover In an attempt to increase the flow of air over the tightly covered engine, a ten-blade fan, designed to run at 3.12 times the speed of the engine, was introduced near the mouth of the cover, which was then designed by In this form , V1 first flew on 1 December 1939, repainted with Luftwaffe Balkenkreuz and Stammkenzeichen (factory code) RM+CA.
The Fw 190 V2 FL-OZ, (later RM+CB) first flew on 31 October 1939 and was fitted with new centrifuges and cooling fans from the start. It was armed with one Rheinmetall-Börsig 7.92 mm MG 17 and one 13 mm MG 131 in each wing.
Even before the first flight of the Fw 190 V1, BMW was testing a larger, more powerful 14-cylinder two-row radial engine designated the BMW 801. This engine introduced an engine management system called the Kommandörät: actually a mechanical computer that measured fuel flow, settings for throttle and constant speed propellers.
Focke Wulf Fw 190/ta 152 Projects & Variants
RLM convinced Focke-Wulf and BMW to abandon the 139 engine in favor of the new engine. The 801 engine was similar in diameter to the 139, although it was heavier and longer by a significant margin. This required Tank to redesign the Fw 190, resulting in the V3 and V4 being scrapped and the V5 becoming the first prototype with the new engine. Most of the airframe was strengthened and the cockpit was moved back into the fuselage, which reduced high temperature problems and provided for the first time space for armament in the nose. A 12-blade cooling fan is adopted, operating at three times the engine speed. The sliding canopy was redesigned by replacing the plexiglass rear glazing with duralumin panels. The shape of the vertical tail was also changed, and its tabs were replaced with an adjustable metal strip for ground-only trim. New, stronger undercarriage supports were introduced, the retracting mechanism was changed from hydraulic to electric, larger diameter wheels were used and new fairing was used with a simpler leg design. At first the V5 used the same wings as the first two prototypes, however, to make room for the larger chassis, the wheel arches were extended by moving forward part of the leading edge of the wing root (as this prototype was called the V5k ( for Kleine Flesch /Small Wing).The V5 first flew in the early spring of 1940.
However, the weight increase was significant, to 635 kg (1,400 lb), due to higher wing loading and degradation in handling. As a result, after a collision with a ground vehicle in August 1940 that sent the V5 back to the factory for major repairs, it was replaced by a new wing with a larger area, 18.30 m² (197 ft²) and a span of 10.506 m (10.506 m.) 34 ft 5 in) and which was less slender in plan than the original design (the aircraft is now called the V5g for rough flush/large wing). This new wing platform was to be used for all major production versions of the Fw 190.
Even with the new engine and cooling fan, the 801 suffered from very high rear cylinder head temperatures, which resulted, in at least one instance, in the explosion of the fuselage mounted on the MG17 ammunition. Another limitation of cockpit space was poor visibility over the nose, which caused problems in the field. Lack of knowledge of the new airframe resulted in more than one ground accident.
The Fw 190 A-0 was a pre-production series ordered in November 1940. 28 of these were built: as they were built before full testing and approval of the new wing design, the first nine Fw 190 A-0s had shorter wings. All were armed with two MG 17s mounted on the fuselage, two MG 17s mounted on the wing root and two MG 17s mounted on the outboard wing. In detail they differed from the later A-series Fw 190s: they had shorter turrets, the armored cowl ring was a different shape, with overhanging hinges on the top, the leading edge of the upper engine cowling and bulges covering the internal air intakes. The intakes were symmetrical "teardrops" on the engine covers. In addition, there were no cooling vents on the panels behind the exhaust pipes. Many of these aircraft were later modified to test engines and special equipment.
Fw 190a 4 I Jg 2 Gruppenkommandeur Oblt Adolf Dickfeld Tunisia
Engine problems plagued the 190 for much of its early development, and the entire project was threatened with complete shutdown several times. If not for the contributions of Oberleutnants Karl Boris and Otto Behrens, who both enlisted as mechanics in the Luftwaffe, the Fw 190 program may very well have died before reaching the front lines. Boris and Behrens were able to overcome the limitations of the Fw 190 and 801 and see a formidable fighter. During several RLM committees that wanted to terminate the program, both pointed out that the outstanding qualities of the Fw 190 outweighed its shortcomings.
The first unit to be equipped with the A-0 was Eprobungsstaffel 190, which was formed in March 1941 to help solve any technical problems and prepare new recruits before they were accepted for full operational service in the mainstream Luftwaffe Jagdgeschwader. The hunter was cleared. At the beginning, the command of this unit was with Obalt. Behrens was based in Rechlin, although he was soon moved to Le Bourget. About 50 modifications were needed before the Fw 190 was approved by the RLM for deployment to Luftwaffe units.
Engine reliability problems, particularly overheating, continued to plague the Fw 190 until the spring of 1942 and the availability of the BMW 801 C-2 engine in the Fw 190 A-2. In fact, it was relatively easy to rearrange part of the exhaust system to solve the problem, a method invented by Rolf Schrödter, Technical Officer ("T.O.") of III./JG 26. To carry out the reform quickly, it was found that redirection can easily be done in group workshops.
This version first rolled off the assembly lines in June 1941. The first few models were sent to the Erprobungsstaffel (formerly II./JG 26 Schlageter) for further testing. Following this test, the Fw 190 A-1 entered service with II./JG 26 based out of Paris, France. The A-1 was equipped with a BMW
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