Development history
The Focke-Wulf 190 was known as one of the best fighters during the
Second World War. Created and developed under supervision of Prof. Kurt
Tank, an unquestioned genius among aircraft engineers, it set new
standards that the contenders had to rise to from its introduction to the
end of the war. Produced in a run of more than 20 000 copies of all
versions, the Fw 190 was an important factor determining the power and
efficiency of the Luftwaffe.
FOCKE-WULF 190A
There were two main reasons for development of the fighter project
known later as the Focke-Wulf 190. In the second half of the thirties, the
arms race had accelerated and to the Reich Air Ministry (RLM) it was
obvious that since only one kind of plane for the fighter mission had been
developed for series production, the Messerschmitt Bf-109, the RLM could
not guarantee that beyond the immediate future the Luftwaffe would still
be in the lead position in world military aviation. Secondly, the RLM
administration properly took into account the intelligence information
that other major powers were working on, preparing for production of and
trying to put into service at least two different types of modern fighters
at once. In this context, the Technical Department of RLM (Technisches
Amt) developed specifications for the new fighter plane in the winter of
1937/38.
During the spring of 1938 these specifications were sent to
manufacturers including Focke-Wulf Flugzeugbau AG. As a result of work
under the supervision of Prof. Kurt Tank and engineer Rudolf Blaser, a
relatively small fighter of compact construction powered by radial
air-cooled engine was developed. RLM management was dominated by in-line
water-cooled engines adherents, who did not share his vision of the new
project. This aversion to radial engines was explained by the larger
pressure drag in airplanes with this type of powerplant and the lower
visibility during takeoff. Arguably, these disadvantages of radial engines
can be countered by a number of other capabilities. Certainly, examples of
successful aircraft in similar foreign designs existed and the radial
engine's disabilities could be minimized by proper installation in the
airframe. We can draw the conclusion without hesitation that no less
important were informal influences favoring particular producers.
Probably, the Fw 190 Fighter project would have been put on the shelf and
been completely forgotten if a positive coincidence had not occurred.
There were two main reasons for it. Most important was that the hopes for
the Heinkel 100 and 112 fighters did not come to fruition and both of
designs had not become satisfactory designs. After initial acceptance each
was withdrawn from production by the German aeronautical industry. The
small number of He-112Bs produced were withdrawn from service in Luftwaffe
units and sold to Romania. Some pre-series He-100D were used, with
propaganda aims, as a new German fighter called the He-113. This
misinformation project was a success and some RAF pilots reported He-113
kills.
The second reason for the Fw 190's fortunate success was that the two
main, modern, liquid-cooled, in-line engines producers (i.e. Junkers in
Dessau and Daimler-Benz in Stuttgart-Unterturkheim) could not, in the near
future, produce a sufficient number of engines for all the airframe
producers needs. At the commencement of the year 1940 , it was clear that
in spite of newly opened production lines, Daimler-Benz could with great
trouble provide a barely adequate number of engines for the Bf-109 and
Bf-110 fighters. As a result, all other engine orders besides Bayerische
Flugzeugwerke (Messerschmitt) were cancelled. Because of this, Heinkel was
forced to drastically reduce and later stop production of the He-111P
bomber plane powered by the DB-601 engine and concentrate on production of
the He-111H plane powered by the Jumo 211 engine produced by Junkers in
quantities that met the requirements of the factories producing the
He-111, Ju-87 and Ju-88 planes. Thus, partly from necessity, the fighter
project presented by the Focke-Wulf Flugzeugbau AG in Bremen was accepted.
For later development of the Fw 190Fighter, a team was established
under the supervision of engineer Rudolf Blaser, consisting of engineers
Willi Kather, Ludvig Mittelhauber and factory construction office chief
Andreas von Fahlman. During this time, Kurt Tank was deputy technical
manager of the factory. After the first order from the RLM for four
prototypes, work on the plane began rapidly and moved ahead quickly.
First, a wooden mock-up was produced and during the autumn of 1938
production of prototypes started. The new plane was a low wing, cantilever
monoplane of semimonocoque metal construction with a fully retractable
undercarriage. Previously, a new, 18 cylinder, air-cooled, double row
radial engine, the BMW 139, was designed for the plane. This was a new BMW
company design created by the joining of two BMW 132 nine-cylinder radial
engines. This engine limited pilot's visibility from cockpit even more but
rated at 1550 hp (1140 kW) it was about 1/4 more efficient than in-line
engines such as the DB-601 or Jumo 211, and able to absorb more battle
damage. This high engine power came with troubles with the cooling system
that were resolved by introduction in the first prototype, Fw 190 V1,
(W.Nr.0001) of a special propeller tunnel spinner covering the engine
cooling air inlet in the cowling. The purpose of this cowling was to
increase the cooling airflow over the engine and reduce the pressure drag.
The prototype was completed in the late spring of 1939, got the
registration number D-OPZE and after introductory ground tests, flew for
the first time on June 1, 1939 with Hans Sander, chief test pilot in the
Focke-Wulf Company at the controls. In the first test flights, good plane
handling characteristics were demonstrated (e.g. precision controls
response) but aileron response could have been improved. The engine
cowling was not as good as expected and the engine still had a tendency to
overheat. This problem was so severe that even during low powered flight
cockpit temperature rose to 55*C. In addition, the cockpit was not
properly sealed and exhaust gases had leaked into it. The exhaust gas
level was dangerous for the pilot and only his oxygen mask saved Hans
Sander from asphyxiation during the first flight.
After the first series of tests, the plane was transferred to the main
Luftwaffe research and development facility at Rechlin. This station also
advised the RLM. During tests conducted in Rechlin, advantages and
disadvantages of the new plane were discovered. The Fw 190 had shown a
surprisingly high maximum speed during horizontal flight without armament
at the altitude of 4000 m - 595 km/hr. Next, the plane was returned to the
manufacturer for necessary modifications, especially in the cooling
system. In the case of radial engines there was only one possible
solution: to increase airflow over the engine. This was done by using a
ten blade fan on the propeller shaft, in front of the engine, near the
cowling. The tunnel spinner was replaced by a traditional spinner,
covering only the airscrew hub of the VDM metal propeller. It was decided
to use this after tunnel trials which had shown that the big spinner had
not given proper airflow for efficient engine cooling and its influence on
the reduction of pressure drag was not significant. Engine cooling was
improved after this modification, but not to the expected level, and the
engine still operated in the high range of acceptable temperatures. In the
meantime, civil registration of the plane had been replaced by a military
registration: at first WL-FOLY and later FO+LY.
In the autumn of 1939, the second prototype, Fw 190-V2, W.Nr.0002,
FL+OZ was completed. It flew for the first time on October 31, 1939. This
plane was powered by the engine with the fan. The plane's armament
consisted of Rheinmetall-Borsig MG-17 7.9 mm machine guns and 13 mm MG 131
machine guns mounted in the wings near the fuselage. Firing tests were
conducted on the firing ground of the Rechlin test facility in Tarnewitz.
After changing the registration codes to RM+CA (V1) and RM+CB (V2), both
prototypes started the next part of the flight tests for evaluation of the
effects of the modifications on the flight characteristics and engine
cooling system on January 25, 1940. The Fw 190V2 was demonstrated for
Herman Goering. He was impressed by the plane's performance, which
doubtless influenced the faster than expected order of a series of 40
pre-production Fw 190A-0 aircraft. A short time later, on March 4, 1940,
the V2 prototype had an accident and was badly damaged when during taxiing
with Rohlfs at the controls it had flipped. Before this accident the plane
had accumulated 50 flying hours.
In the meantime, the BMW factory was developing a more advanced, 14
cylinder, air-cooled, double-row, radial engine designated BMW 801. With
the aim of concentrating only on the development of the BMW 801 engine,
production of the BMW 139 engine was ended. The older engine was
recognized as an unsuccessful design. The new engine had a similar
diameter to its predecessor but was longer and heavier. The Fw 190 was
developed for the lighter BMW 139 engine so the decision to use the BMW
801 forced the Blaser team to make big changes in the airframe. At this
time, two other prototypes, Fw 190V2 and V4 were in an advanced state of
completion. However, because of the changes to the engine installation
they were abandoned. All efforts were concentrated on the fifth prototype,
Fw 190V5, which was built from the beginning to use the BMW 801 engine. Fw
190V3 was used as a source of spare parts and V4 was used for airframe
strength tests. Because of the higher weight of the engine it was
essential to stress test the airframe. The testing was also important
because of the large number of armament variants to be provided for the
same airframe. A large part of the airframe structures were strengthened,
the pilot's cockpit was moved back, which reduced the troubles with high
temperatures, and gave more space for nose armament. The space in the
cockpit was reduced, but thanks to the perfect layout of the instruments,
that was not important. The rear cockpit fairing was modified by
replacement of Plexiglas glazing with duralumin plate fillets. The only
negative side effect of the cockpit move was the further worsening of the
pilot's view during taxiing. The vertical tail shape was also changed and
its tab was replaced by a metal trim strip adjustable only on the ground.
In view of the expected huge rise (more than 25%) in plane weight main
gear were strengthened. New, stiffer undercarriage struts were introduced,
the retraction mechanism was changed from hydraulic to electrically
powered, wheels of a bigger diameter were used and new more simple shields
were added. To make the needed space for the bigger undercarriage, wheel
arches in the wing were enlarged by moving forward the part of the leading
edge situated in the wing root. The Fw 190-V5, W.Nr.00 05, powered by a
BMW 801 C-0 engine flew for the first time in the early spring of 1940.
After comparative tests with the V1 prototype, it was seen that the
weight increase had a negative influence on airplane characteristics and
it would get worse after armament and military equipment installation. It
was essential to redesign the wing planform because increased wing area
could markedly improve plane characteristics. This change was made by
increasing the wingspan and moving the leading edge forward. In this way,
the new wing was designed with an area increased to 18.30 sq. meter with a
span of 10.506 m. Wing profile was not changed. A new, enlarged, 3650 mm
span horizontal tail was developed. Subsequently, the area of vertical
tail was also increased by moving the leading edge forward. The new wing
was planned to be tested on the one of the new prototypes. However, in
August 1940, during a landing with an accidentally open engine cowling
panel, Hans Sander damaged the V5 prototype's wing. The decision was made
to apply the new wing to this plane instead of one of the prototypes under
construction. The modified prototype got the designation V5g (g=grosser -
bigger) and to distinguish one version from another, the unmodified
prototype was designated in documents as V5k (k=kleiner - smaller). As
proven by flight tests, introduction of the bigger wing reduced top speed
by only 10 km/hr, but other characteristics, especially climb rate, were
significantly increased.
In October 1940, the first of 40 Fw 190A-0 on order came from the
production line. They received designations characteristic of prototypes:
Fw 190V6 W.Nr.0006 and Fw 190V7. Both had the old wing because production
started before introduction of the new wing and the first nine airframes
were so advanced that the decision was made to introduce the modification
from W.Nr.0015 plane. So, the two prototypes and seven of the Fw 190A-0
had the smaller wing. Simultaneously with the new wing, a bigger
horizontal tail was introduced. However, the enlarged vertical tail not
applied until later, from the A-2 version. The Fw 190 V6 was used for
characteristics and performances tests. Fw 190V7 was used for testing of a
heavier armament consisting of two 20 mm Rheinmetall-Borsig (Oerlikon
licence) MG FF cannons (in addition to the four MG 17 machine guns),
mounted in the wing center section just aft of the main gears attachment
point. After firing tests at Tarnewitz, this armament was standardized for
the Fw 190A-1 planes until the introduction of the 20 mm Mauser MG 151/20
cannons in place of the wing mounted MG 17. This became possible after the
introduction of the new synchronizer (for firing through the propeller
arc) that had not been ready for the series production.
Starting in November 1940, deliveries of the Fw 190A-0, with BMW 801
C-1 engine in place of pre-series C-0, began with the W.Nr.0010 plane.
From the 40 planes ordered, only 28 were built (to W.Nr.0035), most of
which were later converted to prototypes used for various armament
configuration tests. On some planes new engines and special equipment were
tested; e.g. in the summer of 1943 on the Fw 190A-0 (W.Nr.0022, SB+IE) an
ejection seat was tested in Langenhagen under the supervision of Hans
Sander. It was ejected by a powder charge. These planes received variously
the modification designation V used for prototypes or the supplemented
letter designation U (Umrustbausatz). There are a large number of U
modifications of Fw 190A-0 (from U1 to U13) known of various A-0
airframes. Because of limited space in this book it's impossible to
present each modification in detail.
Before beginning the planned series production of the first Fw 190A-1
it was necessary to finish up details of the plane and get some experience
in maintenance and service use in line units. Among the desired experience
was operation from operational airfields and preliminary training of
pilots and support personnel. Because of this II./JG 26 squadron pilots
and maintenance personnel team were taken from their unit and formed the
basis of experimental squadron (Erprobungsstaffel) 190, formed in March
1941. The unit was commanded by technical officer Oberleutnant Otto
Bahrens and received six Fw 190A-0 (W.Nr.0013, 0014, 0018, 0021, 0022).
The first training was conducted under the supervision of specialists from
the Rechlin establishment on these planes. Flights were made from
Rechlin-Roggenthin airfield. Later this unit was transferred to Le Bourget
near Paris. During these intensive tests frequent engine failures
occurred. The BMW 801 engine still had a tendency to overheat, especially
the back bank of cylinders. Overheating occurred generally on the ground
during long runs at low power when the flow of cooling air was reduced to
a minimum. Troubles were encountered with the automatic control unit (Kommandogerat)
of the BMW 801 engine, with leaks in the fuel and lubricating pipe system
and also with fast wear of the spark plugs. Troubles with the constant
speed VDM propeller continued. During tests it was discovered that engine
cowlings had a tendency to open during flight because of weak cowling lock
construction. A more dangerous surprise was with the emergency ejection of
the rear cockpit canopy, especially during flights with speeds over 250
km/hr, that was caused by airflow pressing the canopy to the fuselage.
This problem was solved by addition of a small powder charge used for
firing of canopy. The large number of such serious defects was the reason
that a special RLM Commission came to Le Bourget and ordered the test
program to stop until all defects would be remedied. After about 50
modifications, the RLM approved Fw 190 deployment to Luftwaffe service
units.
The RLM placed an order with the Focke-Wulf factory for 100 Fw 190A-1
planes. Because of plans to increase the order it was obvious that the Fw
190 program should include factories producing the plane on licence.
Initially, production lines in Focke-Wulf Bremen and Marienburg factories
were prepared. The first Fw 190 planes produced on licence would be made
at the Arado factory in Warneminde and at the AGO factory in Oschersleben.
FOCKE-WULF 190 A-1
The first Fw 190A-1 planes came off the production line at the
Focke-Wulf Marienburg factory in June 1941. During August the output rose
to 30 planes a month. During this month, deliveries of licence production
from Arado Warneminde factory started and were joined in October by
deliveries from AGO Oschersleben so that by the end of September, 82
planes were delivered to Luftwaffe units and by end of October all 102
planes ordered were built. On one of these, designated as Fw 190A-1/U-1, a
new engine was mounted: the BMW 801D-2. Some of the Fw 190A-1, like some
of the A-0, got a FuG 25 IFF device in addition to the radio transceiver
set FuG 7. In the Technical Office, reports concerning the Fw 190A-1 main
problems still were concentrated on engine overheating and fires. In all
series planes' cockpit, oil tank and oil cooler armor became standard.
FOCKE-WULF 190 A-2
The Fw 190A-2 was the second series variant and was powered by the
modified BMW 801C-2 engine. In this model, problems with the engine rear
bank of cylinders overheating were finally solved by the simple
introduction of a ventilation slot on the two sides of the engine cowling.
The same slots were also introduced in the Fw 190A-1 in service. In place
of wing mounted MG 17 machine guns, the Mauser MG 151/20 E 20 mm canons
were used because of delivery of the new synchronizers. This replacement
produced a small convex bulge of the upper armament covers in the wing
roots. In place of the Revi C/120, a modern Revi C/12D gunsight was used.
As a result of modifications, plane empty weight rose to 3850 kg.
Important modification also included a new, more efficient, electrical
gear retraction mechanism. The Fw 190Airframes, including version A-2, had
under fuselage hard points for an ETC 501 bomb rack but there is no
indication whether it was mounted in the A-2 version or not. One plane
(W.Nr120315, CM+CN), was fitted experimentally with an automatic pilot
device and was redesignated Fw 190A-2/U-1. In some sources there is
information about a A-2/U-3 reconnaissance version. 420 Fw 190A-2 planes
were produced.
FOCKE-WULF 190 A-3
Beginning in the spring of 1942, series production of a more powerful
engine version BMW 801D-2 that replaced previous versions in the Fw
190Fighter created a new plane version designated as Fw 190A-3. The
increase in the BMW 801D-2 engine power (to 1730 kW) was due to a higher
compression ratio and higher pressure two-speed compressor. A higher
compression ratio and charging pressure made it necessary to use
high-octane (96 octane) C3 fuel in place of B4 (87 octane) fuel. Armament
of standard Fw 190A-3 planes was the same as in the previous version.
Starting from this version, A series airframes were widely used in a big
development program with the aim of finding the optimum armament and
equipment mix that made it possible to broaden the operational
capabilities of the plane beyond fighter operations. The largest part of
these modifications were in the form of Umrustbausatz kits, but some did
not have special designations and can be recognized only from photographs.
The total number of such modified planes is unknown. The best known are
the Fw 190A-3 with an under-fuselage mounted bomb rack ETC 501 for
carriage of 500 kg of bombs (1x500 kg, 2x250 kg or 4x50 kg on the ER4
adapter) or an external drop tank of 300 liters capacity for long range
fighters. Some planes used only for fighter operations (without bomb
racks) had a reduced armament by removal of wing mounted MG FF cannons,
which was not reflected in a designation. Moreover, 72 Fw 190Aa-3 (a=auslandisch-foreign)
planes were produced. These were exported to Turkey during October 1942 -
March 1943. Most of them had the same armament as the A-1 version e.g. 1x4
MG 17 machine guns and 2x1 MG FF cannon, and for obvious reason there was
no FuG 25 IFF device in the radio equipment.
In addition to the previously described modification kits designed for
the Fw 190A-3 and later versions other kits Umrustbausatz were prepared;
but we must admit that most were unrealized projects or experimental
planes that existed only in one or two copies: Fw 190A-3/U1 - only one
built, experimental plane (W.Nr. 130270, PG+GY) with engine mount extended
for 15 cm. It was used as a prototype of the A-5 version, Fw 190A-3/U2 -
underwing mounted unguided missile RZ 65 73 mm racks tested on the plane
W.Nr. 130386, Fw 190A-3/U3 - reconnaissance fighter with Rb 50/30 cameras
mounted in the fuselage; armament reduced by removing MG FF cannons, one
built, Fw 190A-3/U4 reconnaissance fighter with two Rb 12.5/7x9 cameras
mounted in the fuselage and camera gun EK 16 or miniature camera Robot II
in the leading edge of the left wing root; armament as in U3 version,
additional under fuselage mounted ETC 501 bomb rack with stabilizer strips
for 300 liter fuel tank.
Twelve planes built, Fw 190A-3/U7 - attempt to create a new high
altitude fighter, with reduced weight, with armament consisting of only
two MG 151/20 E cannons. Only three planes built (W.Nr. 130528, -530 and
-531); they can be recognized by external charger air inlets on both
engine cowling sides.
FOCKE-WULF 190 A-4
In July 1942, the A-3 was replaced on the production lines by the newer
Fw 190A-4 version. The main difference was an BMW 801 D-2 engine adapted
to use with a MW 50 system for short period engine power increase by
injection of a water-methanol (methyl alcohol CH3OH) mixture in the
proportion of 1:1. In this way it was possible to raise engine power to
2100 kW for 10 minutes, after which a high probability of engine failure
prevented longer use. Due to delays in MW 50 device production, this
system was not mounted on the Fw 190A-4 engines, which had the capability
to accept this system. It was not used and only A-8 and later series
planes would use the advantages of this invention.
Another difference in the A-4 variant was the replacement of the FuG 7a
radio set by the more modern FuG 16z. A less important change was that the
vertical line antenna mount was placed on the fin; this made it easier to
distinguish between A-4 and A-3 versions. In the case of the A-2 and A-3
versions, it is often difficult to tell them apart. During production, in
some Fw 190s another modification was applied. In place of the ventilation
slots, engine cowling shutters controlled from the cockpit were installed.
The pilot could precisely control the engine temperature by regulation of
the shutters. In consideration of increasing number of planes ordered
another group of factories and companies started licence production (among
others Fiesler in Kassel-Waldau).
Most Fw 190A-4 planes were used with reduced armament, without MG FF
cannons. Trials with different variants of armament and equipment,
generally with Umrustbausatz kits use, produced the following versions: Fw
190A-4/U1 - bomber-fighter with an under-fuselage mounted ETC 501 bomb
rack and reduced armament (without MG FF cannons). As a result of small
deliveries of BMW 801 D-2 engines in the autumn of 1943, several dozens of
these planes got older C-2 version engines, Fw 190A-4/U3 - bomber-fighter
with armament as in the U1 version, but with BMW 801 D-2 engine. Planes
for night operation got a landing light, mounted in the leading edge of
the left wing root. Designation was later changed to F-1 and in the future
the plane was developed as a new attack Fw 190F version, Fw 190A-4/U4 -
reconnaissance fighter with two Rb 12.5/7x9 cameras and without MG FF
cannons, Fw 190A-4/U8 - long range fighter-bomber with two drop tanks of
300 liter capacity each, mounted under the wings (on the VTr-Ju 87 racks
produced by Weserflug company, with duralumin fairings); bombs were placed
on the under-fuselage ETC 501 rack. In an attempt to reduce weight, only
two MG 151/20 E cannons were retained. This modification was a prototype
of a new fighter-bomber Fw 190G version and its first variant (G-1)
simultaneously. There also existed a transitional variant (probably in one
copy) with modernized V. Mtt-Schlos type racks for underwing fuel tanks;
armament: 2x1 MG 17 and 2x1 MG 151/20E, In addition to the Umrustbausatz
modifications, from the Fw 190A-4 planes, easier to install Rustsatz (R)
kits were produced. Sometimes, the set could be mounted in the field
workshops but the plane could also be previously prepared in the factory
for such kit application. We must refute the myth of the exceptional ease
of application and interchangeability with other kits in particular
planes, especially since some of them were as complicated as U kits, More
than once, classification to U or R group was just for convenience, later
most of the U versions was redesignated as R versions. The first kit
widely used was a two tube air-to-air missile launcher W.Gr. 21 210 mm
destined for destroying defence formations used by USAAF bomber aircraft.
Planes so equipped were designated Fw 190A-4/R6. Some authors have told
about the existence of a Fw 190A-4/R1 variant, with the FuG 16 ZE radioset
and Morane type antenna installed under the left wing. Very small numbers
of such planes existed, but it has not been fully confirmed that it had
its own destination in U or R kits. Total production of Fw 190A-4 planes
came to more than 900 .
FOCKE-WULF 190 A-5
On the basis of data collected during tests of the experimental Fw
190A3/U1, Blaser's designer team became convinced that the planned
additional armament would move the plane center of gravity forward. The
best solution to offset this was to move the engine forward. This was done
with a 15 cm steel tube engine mount extension. This change (new engine
mount) was introduced on the all production lines. This also led to an
increase of the plane length to 9.10 m and gave life to the new Fw 190A-5
variant that from November 1942 replaced previous the A-4. In the A-5 also
introduced small changes in the equipment (e.g. a new electrical
artificial horizon and modernized oxygen respirator, and wide use of the
FuG 25a IFF device). In the rear fuselage section was slightly moved back
and the equipment compartment cover was enlarged. Standard armament did
not change and it remained 2x1 MG 17, 2x1 MG 151/20 E , 2x1 MG FF. Proper
airframe design provisions meant that the Fw 190A-5 plane was prepared
from the beginning to accommodate a large number of Umrustbausatz kits:
Fw 190A-5/U1 - similar (with extended engine mount) to A-4/U1 airplane,
temporary powered by a BMW 801 C-2 engine,
Fw 190A-5/U2 - long range fighter-bomber plane adapted to the night
operation; it was fitted with anti-reflective strips over engine exhaust
pipes on both sides. Mounted under the fuselage, an ETC 501 bomb rack for
250 or 500 kg bombs was added, additional fuel was placed in two external
tanks of 300 l capacity each mounted under the wings on V.Mtt-Schloss (Verkleidetes
Messerschmitt Schloss) shackles. In the wing leading edge an EK 16 camera
and a doubled landing light were installed; the MG FF cannons were deleted
in this modification.Based on this version, a night fighter with FuG 217
Neptun J-2 radar was built. However, number of planes built is unknown;
the only known specimen of this variant had no bomb rack, camera or
landing lights.
Fw 190A-5/U3 - fighter-bomber with the ETC 501 bomb rack and without MG
FF cannons. After a change of designation this was serially produced as Fw
190F-2. There was also a desert variant with dust filters designated as
A-5/U3/tp (F-2tp).
Fw 190A-5/U4 - reconnaissance fighter fitted with two Rb 12.5/7x9 mm
cameras and reduced armament (2x1 MG 17 and 2x1 MG 151/20 E); produced
also in a desert variant designated A-5/U4/tp.
Fw 190A-5/U8 - long range fighter-bomber with two underwing mounted
external fuel tanks (capacity 2x300 liters) and an under-fuselage mounted
ETC 501 bomb rack; armament consisted of only two MG 151/20 E cannons. It
was developed into Fw 190G-2 plane and later serially produced.
Fw 190A-5/U9 - experimental plane with heavier armament, it was fitted
with 2x1 MG 131 13 mm machine guns in place of MG 17 guns in the fuselage;
in the wings the MG FF canons were replaced by MG 151/20 E cannons. Only
two were built (W.Nr. 150812, and 150816). The W.Nr 150816, BH+CF plane
was later used as test bed for more powerful BMW 801 engine versions.
Fw 190A-5/U10 - experimental plane (only two built W.Nr. 150861 and
150862). It was used as a test bed for a strengthened wing adapted to
serial application of heavier armament, generally 20 and 30 mm cannons.
Armament consisted of 2x1 MG 17 in the fuselage and 4x1 MG 151/20 E in the
wings, later become a standard for A-6 version.
Fw 190A-5/U11- attack aircraft with two 30 mm Rheinmetall-Borsig MK 103
cannons mounted in underwing pods; only one plane existed (W.Nr. 151303,
RG+ZA). This kind of armament became later standard as Rustsatz 3 (R3)
kit.
Fw 190A-5/U12 - proposal for heavier armament consisting of six MG
151/20 E cannons. They were mounted under the wing in two additional WB
151/20 pods with two cannons in each pod; complete armament could be 2x1
MG 17, 2x1 MG 151/20 E and 2x2 MG 151/20 E. It was also a model for
Rustsatz 1 (R1) kit for Fw 190A; two planes (BH+CC, W.Nr. 150813 and BH+CD,
W.Nr. 150814) with such armament were completed.
Fw 190A-5/U13 - three prototypes (V42, W.Nr. 151083, GC+LA; V43, W.Nr
150817, BH+CG and V44, W.Nr. 150855) built, long range fighterbomber with
two underwing V.Fw Trg. (Verkleideter Focke-Wulf Trager) bomb racks,
adapted for carriage of 300 liter capacity fuel tank or 250 kg bomb. The
plane was equipped with an automated pilot device and application of
knifes for barrage balloons lines cutting on the wing leading edge was
considered; one plane was experimentally equipped with a lacunar exhaust
flame damper (GC+LA?). Armament consisted of two MG 151/20 E mounted in
the wing roots. Plane was later produced under designation Fw 190G-3.
Fw 190A-5/U14 - torpedo plane adopted for transportation of one aerial
torpedo LT F 5b mounted on the under-fuselage ETC 502 rack; plane had an
enlarged fin (similar to Ta 152) and heightened tail wheel strut to
eliminate the possibility ground contact by the torpedo; armament
consisted of only 2x1 MG 151/20 E cannons. Two planes were tested TD+SI,
W.Nr. 150871 and TD+SJ, W.Nr. 150872.
Fw 190A-5/U15 - experimental plane adopted for transportation of the
unpowered Blohm und Voss 246 Hagelkorn (LT 950) flying bomb for destroying
of naval targets, radio controlled by an Askania company produced ALSK 121
device. Extensively tested during second half of the 1943, later in the
test program an A-8/F-8 series plane (W.Nr 130975) was also included, but
tests were cancelled shortly after it was found that because of poor
construction, the BV 246 had frequent defects.
Fw 190A-5/U16 - prototype of a fighter plane with heavier armament (W.Nr.
130975), for destruction of bomber formations. The MG FF canons were
replaced by heavier 30 mm cannons Rheinmetall-Borsig MK 108. This armament
was later standardized as the Rustsatz 2 (R2) kit.
Fw 190A-5/U17 - fighter-bomber with under-fuselage mounted ETC 501 bomb
rack and four underwing mounted ETC 50 bomb racks (2x2 50kg bombs). With
A-5/U3, this variant was a model for the Fw 190F attack aircraft; basic
version for the later Fw 190F-3/R1 variant. Armament was standard without
MG FF cannons. Also used in a desert modification.
Finally, in response to the intensifying of the Allies' bombing,
numerous Fw 190A-5/R6 planes belonged to units operated in Reich defence
system (Reichsverteidigung) have been found. As an interesting detail, we
must mention the existence of a Fw 190A-5 plane with external
turbosupercharger inlets. The engine cowling with these inlets was
proposed as an alternative, but was not used widely because of higher
induced aerodynamic drag. There exists a photograph of an A-5 fighter from
a II./JG 54 unit deployed to the Eastern Front temporary adopted to bomber
missions by four (2x2) under-fuselage mounted ETC 50 bomb racks. In the
autumn 1943, one A-5 plane (W.Nr. 157347) were used as the V45 prototype
for tests of the GM 1 system that by injection of pressurized nitrogen
monoxide as an oxidant to increase engine efficiency at high altitudes.
This device was later standardized as the Rustsatz 4 (R4) kit. In
connection with the planned 1765 kW (2400 KM) BMW 801 F engine production
to be used for A-9 and A-10 series planes, in December 1943 Focke Wulf was
ordered to prepare an A-5 airframe (W.Nr. 410230) as the V34 prototype for
tests with the experimental BMW 801 V 85 engine; however, we have no
evidence that the engine was supplied and mounted on that particular Fw
190 plane. Serial production of BMW 801 F engines never started and A-9
series planes had TS/TU engines mounted.
FOCKE-WULF Fw 190A-6
The main difference of this variant from the previous was the
standardized mounting of MG 151/20 E cannons. For this to be possible, it
was necessary to redesign the wing for the heavier cannon mount and
carriage of a larger ammunition box. Experience obtained during Fw
190A-5/U9 and U10 tests was incorporated in this type. Reinforcements and
sockets were made in such a way that serially produced wings would be
adapted for internal installation of either 20 or 30 mm cannon ammunition
boxes and for installation of underwing armament with the ammunition box
installed inside the wing. Proper electrical connections were also
provided for the cannons. The manufacturer started serial production of
the FuG 16 ZE radio with an additional radial antenna for radio navigation
purposes placed under the rear fuselage. This antenna was used also in the
some A-5 planes. Serial production of this variant started in July 1943
and ended in November 1943 after the completion of 569 planes. Standard Fw
190A-6 armament consisted of 2x1 MG 17 machine guns and 4x1 MG 151/20 E
cannons. Some planes mounted ETC 501 bomb racks for transportation of an
additional fuel tank (300 l capacity), these were not designated by
separate designation. Unlike other versions, models with different
armament or equipment received designations as Rustsatz kits. A lot of
these designations had not been previously used.
Fw 190A-6/R1 - attack fighter with armament increased to six cannons
and two machine guns (2x1 MG 17, 2x1 MG 151/20 E and 2x2 MG 151/20 E), by
mounting of the WB 151/20 underwing pylons with cannons. This modification
was based on the A-5/U12 version. In spite of previous plans, only a few
planes with this armament were in Luftwaffe service units (e.g. in JG 11).
Fw 190A-6/R2 - equivalent to the A-5/U6 model, armament: 2x1 MG 17
machine guns, 2x1 MG 151/20 E and 2x1 MK 108 cannons; not serially
produced.
Fw 190A-6/R3 - equivalent to the A-5/U11 model, armament: 2x1 MG 17
machine guns, 2x1 MG 151/20 E and 2x1 MK 103 cannons; not serially
produced.
Fw 190A-6/R6 - plane with standard armament and the addition of W.Gr.
21 missile launchers.
Fw 190A-6/R2/R6 - plane adapted for destruction of bomber formations,
with increased armament and missile launchers, only one prototype, V51 (W.Nr.
530765), built. Total armament consisted of 2x1 MG 17, 2x1 MG 151/20 E,
2x1 MK 108 and 2x1 W.Gr. 21.
Fw 190A-6/R7 - armored fighter with standard armament; in service with
Reich defence units; often with additional 300 l capacity fuel tank
mounted on the ETC 501 bomb rack.
Fw 190A-6/R8 - the Rustsatz kit made by application of both R2 (MK108)
kit and R7 kit (armor), often machine guns in the fuselage were removed;
efficient as a fighter against American bomber aircraft.
Fw 190A-6/R11 - all weather and night fighter, with anti-reflection
strips, landing light, autopilot device PKS 12 and heated windscreen
windows.
Some planes mounted a FuG 217 Neptun J-2 radar. Generally, these planes
used dropable fuel tanks mounted on the ETC 501 bomb rack.
Fw 190A-6/R12 - the Rustsatz kit created by application of both R2 and
R11 kits. Apart from this modification, one or two planes experimentally
mounted more the higher power BMW 801 TS engine with three blade wooden
VDM propeller with blades of larger area. The aircraft with code letters
VO+LY had an additionally armored radiator and oil tank; it's armament was
reduced to two MG 151/20 E cannons mounted in the wing roots.
FOCKE-WULF 190 A-7
In November 1943 production of the Fw 190A-7 version began. It was
developed by standardizing the armament of the A5/U9 modification - 2x1 MG
131 machine guns and 4x1 MG 151/20 E cannons. Cigar shaped bulges emerged
on the upper engine cowling in front of the cockpit because of the bigger
dimensions of the MG 131 machine gun. The Revi C/12D sight was replaced by
a new model 16 B. Strengthen wheel bands as previously used in the F
version, were mounted as standard on the undercarriage. Generally, planes
were equipped with ETC 501 bomb racks, that were used for 300 liter fuel
tank mounting also, but there a photograph of the Fw 190A-7 with
under-fuselage mounted light rack used for fuel tank mounting. This plane
also had reduced armament (2x1 MG 131 machine guns and 2x1 MG 151/20 E
cannons).
There is evidence that this particular plane was used for dog fighting
with allied fighters. There is no information about the number of A-7
planes with this equipment. Probably it was a field modification performed
on the pilots' or Staffel staff's request. Apart from standard A-7 models
there were three modification kits (Rustsatz) provided : R1, R2, R3.
One A-7 plane (W.Nr. 380394) was used as a test bed for the later
droppable flattened streamlined fuel tanks known under the name of
Doppelreiter. Each tank had a capacity of 270 liters and was mounted on
the upper wing surface. Engineers hoped to get low pressure drag and the
smallest possible speed loss with a relatively high tank capacity.
Armament was reduced to two MG 151/20 E cannons. Development work on this
tank was conducted by the research establishment FGZ (Forschungsanstalt
Graf Zeppelin) under engineer Isemann's management. After a series of
tests that ended with positive results, the RLM, for a big surprise, did
not agree to this modification. The reason was: to not to disturb
production! In January 1944 production of all variants of the Fw 190A-7
ended after 80 aircraft were produced. It was replaced on the production
lines by the more modern A-8 version.
FOCKE-WULF 190 A-8
A new model with different equipment. Most important were parts of the
MW 50 injection system, used for short term engine power boost. A
cylindrical tank of 118 liters capacity was mounted in the rear fuselage.
In an emergency, it could be used as additional fuel tank. Tank
installation shifted the center of gravity backward and, as a cure, the
under-fuselage mounted ETC 501 bomb rack was moved 20 cm forward. This
rack became a standard from the A-8 model. The plane was equipped with a
FuG 16 ZY radio set that despite the circular radio navigation antenna
Morane antenna, was mounted under the left wing. The outstanding element
for differentiation between the A-7 and A-8 is the Pitot head moved from
mid-wing leading edge to right wing tip. The Fw 190A-8, like previous
models, could be equipped with different Rustsatz kits: R1, R2, R3, R4,
R6, R7, R8, R11, R12; but R1, R3 and R4 were abandoned shortly thereafter
and generally R2, R6, R7 and R8 kits were used. Some of the R11 and R12
modifications produced in small quantities had small differences in the
equipment (e.g. MG 131 machine guns tube was covered by a plate for
reflection limitation, some got more the more efficient BMW 801 TU engines
and FuG 125 Hermine radio navigation device). The variant with radar most
often had a FuG 218 Neptune J-3 device.
Apart from the previously described variants, A-8/F-8 series airframes
were often used for different armament and equipment testing. These planes
also tested several different engines. Unfortunately, only a small part of
the documentation concerning these tests survived, making it impossible to
describe in detail all of the modifications and resolve some the
contradictory information. In spite of this, we know of the following
armament modifications:
SG 113 Zellendusche - 3-tube battery based on the MK 103 cannons
mounted in the rear fuselage. Firing was made by a photosensor impulse. -
SG 117 Zellendusche - 6-tube modification of the previously described
battery.
Rohrblock 108 - similar construction with 7 tubes based on the
elements of the MK 108 cannon, fired by photosensor impulse. Probably, it
consisted only of MK 108 cannons barrels with a single cartridge; after
firing of the first barrel others were fired automatically by the recoil
force of previous barrel. This kind of armament was used for bombers
interception and was tested on the Fw 190A-8 (W.Nr. 733713), prototype
designation V74.
SG ...? Harfe - set of 3-4 15-barrel, unguided 20 mm missile
launchers mounted in the rear fuselage on both sides. At least one
prototype plane had such armament and was presented to Gen. Adolf Galland.
Ruhrstahl X-4 (Ru 334)- wire guided rocket missiles mounted on
underwing racks, probably of the ETC 503 type. This armament was developed
for destroying ground targets (tanks) and for bombers fighting (different
warhead). It was tested on the F-8 version plane.
From 1944, production of fighter planes was sharply increased
(so-called Jagernotprog ramm). This required higher production
coordination and development of a cooperative network. As a result, the Fw
180 A-8 was produced in mass numbers in nearly all Focke-Wulf affiliated
factories (production started also in Cottbus, Sorau, Poznan). A licence
was sold to the NDW (Norddeutsche Dornier Werke) factory in Wismar.
Smaller factories performed repair work and recycled the planes withdrawn
from service units. They also produced smaller aeroplane parts. Special
coordination committees secured efficient work systems and continuous
parts delivery. As the result 1334 A-8 series planes were built.
FOCKE-WULF 190 A-9
Next and last production series of the A version aircraft was the Fw
190A-9. Previously, it was thought this plane would have been powered by a
1765 kW (2400 hp) BMW 801 F engine. But the BMW factory had not started
production of these engines in time and, as a replacement, the 1470 kW
(2000 hp) BMW 801 S engine was used with a more efficient, 14 blade fan.
These engines were delivered as a power unit BMW 801 TS because of their
need for a more efficient radiator and bigger oil tank mounted side by
side. Both were in the form of a ring ahead of the engine under an armor
cover with thickness increased from 6 to 10 mm. Large area, three bladed
wooden propeller with constant speed mechanism should have been used as a
standard, but for unknown reasons the majority of the A-9 planes (as
opposed to F-9) had the metal VDM 9-12176 A propellers, as used in the
previous version. One difference in the airframe between A-9 and A-8 model
was a larger cockpit canopy, adapted from the Fw 190F-8 version. A few
planes got tail sections with an enlarged tail as provided for Ta 152
fighters. Armament and Rustsatz kits were the same as in the A-8 version,
but in many cases, on the pilot's request external part of the wing
mounted MG 151/20 E cannons were removed.
Production of the plane started in the end of autumn 1944 and continued
parallel to A-8 version. Monthly output depended on limited deliveries of
BMW 801 TS engines. Also developed was a project for a highly modified Fw
190A-10 fighter powered by a BMW 801 F engine, but it was not completed
because of the end of the war.
FOCKE-WULF 190S
In connection with the reorganization of diving bomber units into
fighter-bomber units and the need to retrain Ju 87 pilots on Fw
190Fighters the Luftwaffe ordered a two-place training version of the Fw
190Fighter.
In the spring of 1944, one A-8 airframe was modified to this standard
and received the additional designation U1. The second cockpit was placed
just after the first in the place used for the MW 50 installation. This
device was not installed in training planes. The back part of cockpit
canopy was also modified. It had a three part, sides opening canopy
(similarly to the Bf 109 G-12) ended with a duralumin superstructure in
the upper rear fuselage. Three planes were modified and designed as a
masters for serial fighter planes modification. To this should be added
the damaged planes removed from frontline units and modified by field
repair stores. For this reason, it is difficult to find a precise number
of A-5 and A-8 planes modified to the two place version. It was a
relatively small number and planes were designated Fw 190 S-5 and S-8 (S =
Schulflugzeug - training plane) respectively.
FOCKE-WULF 190F
The very positive results of the introduction into service of the Fw
190A fighter plane, forced the RLM to consider the possibility of using
the plane for other roles than dedicated fighter. The greatest hope was
placed in adaptation of the Fw 190As a fighter-bomber. It was seen as a
replacement of the aged biplane Henschel 123 and, in part, of the Junkers
87 dive bomber that were still providing useful service in modified form,
especially on the eastern front .
In early 1942, the RLM widened the specifications for the Fw 190And
ordered development of attack and close support (Schlachtflugzeug)
versions of the plane. A special project study of the modified Fw
190Airframe, designated Ra-2 (Rechnerische Ankundigung 2), was prepared
containing different variants of the Fw 190Fighter plane. In May 1942,
previously planned tests were conducted with the modified Fw 190A-0/U4 (W.Nr.
0008) plane. This airframe received under wing and fuselage store stations
for ETC 50 bomb racks that provided for 50 kg bomb carriage. Results were
so promising that development work was continued. From the beginning, the
most serious problem was large air plane weight increases. This came about
not only as a result of the additional bombs load, but due to the need to
introduce additional armor to protect the plane from ground fire. This
armor consisted of plates protecting the fuel tanks, engine and
undercarriage firings from below. Previously planned armor plates in the
cockpit side walls were abandoned. This decision was made because the
worsening overweight condition lead to a marked performance reduction. For
the same reason, new strengthened undercarriage struts were not
introduced, instead the pressure in shock absorbers was increased.
In connection with the mass production of the Fw 190A fighter aircraft,
early development work on the attack version was restricted to A-3, A-4
and A-5 airframe modifications. These planes, already introduced in
Luftwaffe service units, were fully suited to fighter-bomber tasks.
However, the increased weight forced a reduction the armament suite
(removal of the one pair of wing mounted MG FF cannons), that could result
in only slightly poorer performance in spite of increased weight.
FOCKE-WULF 190 F-1 and F-2
The best modification proved to be the Fw 190A-4/U3 variant with
reduced armament (2x1 MG 17 machine guns in the fuselage and 2x1 MG 151/20
E cannons in the wings) and under-fuselage mounted ETC 501 bomb rack for
250 or 500 kg bomb carriage or with the ER 4 adapter - four 50 kg bombs.
The RLM order was for 30 of these planes but only 18 were built, since, in
the meantime, the A-4 version was replaced by the modernized Fw 190A-5
plane. This version was modified by creation of different variants adapted
for fighter-bomber role. The most numerous version, the Fw 190A-5/U3
(equipped similarly to the A-4/U3), was produced in a production run of 63
planes. Part of these planes received desert equipment (designated as
A-5/U3/tp).
Positive opinions coming from Luftwaffe units and increasing demand for
fighter-bomber planes caused the Focke-Wulf factory to start production of
the attack version of the plane, designated Fw190 F, as a completely new
series rather than as a fighter modification, as it was previously. The
first production series Fw 190F-1 was intended to be based on the A5/U3
modification. The design office decided to include previously produced Fw
190A-4/U3 planes as the F version with the designation F-1. Planes
originally built as Fw 190A-5/U3 modifications were designated as F-2.
Generally, through May 1943 271 planes were built as both Fw 190F-2
standard and F-2 tp (desert) versions.
FOCKE-WULF 190F-3
The Fw 190F version development program also included other A-5 version
modifications: Fw 190A-5/U10, A-5/U11, A-5/U12 and A-5/U17. The last
became a prototype for the Fw 190F-3 that was introduced into series
production in May 1943.
The main production model was the F-3/R1 plane equipped with four (2x2)
underwing mounted ETC 50 bomb racks and under-fuselage mounted ETC 501
adapted for bombs or an auxiliary 300 liters fuel tank. Numerous planes of
this version were fitted with desert equipment (F- 3/R1/tp). The next
plane would have been the Fw 190F-3/R3 with two 30 mm MK 103 canons
mounted under the wings. It was not produced because of negative test
results from the similarly armed Fw 190A-5/U11 (W.Nr. 151303), which was
too heavy. In addition it was realized that the MK 103 cannon munitions
could not penetrate Russian T-34 tank armor. Only three Fw 190F-3/R3 with
two MK 103 cannons were built.
The A-5/U10 wing was adopted for the F series and also in the A-6 and
following versions. Since the Fw 190A-5/U12 armed with 6 20 mm MG 151/20 E
cannons was found capable of destroying only lightly armored targets, the
further development of this version in the F series was abandoned.
The Fw 190F-3 plane were produced until April 1944 in the Arado factory
in Warnemunde. 274 F-3 planes of all versions were produced. This plane
was powered, like fighter the version, by a 1272 kW (1730 hp) BMW D-2
engine.
In October 1943, planned production of the F-4 version was to start.
The main difference between the F-3 and F-4 was a modernized, electrical
bomb release installation. The two variants of supplementary armament were
provided as in the previous versions: R1 (2x ETC 50 and ETC 501) and R3
(2x MK 103). Other armament was to remain the same (2x1 MG 17 and 2x1 MG
151/20 E). Production did not start.
Two other plane modifications (e.g. Fw 190F-5 and F-6) were not
produced. Prototypes of these variants were planned as Fw 190 V36 (for
F-5) and Fw 190 V37 and V40 (for F-6). The 1765 kW (2400 hp) BMW 801 F
engine were to be used as the power plant but the factory didn't have time
to start production of this engine and both modifications were cancelled.
The same thing happened in the case of Fw 190F-7 plane which was based on
the A-7 airframe. Since development work was concentrated on the Fw 190A-8
plane in the latter part of 1943, the F-7 series was abandoned.
FOCKE-WULF 190F-8
This model was produced in greatest numbers of the all of the F series
planes. It was produced based on the A-8 plane airframe. Production
started in March 1944 in the Arado factory in Warnemunde and in the April
1944 in the NDW-Wismar factory.
The Fw 190F-8 was powered by a BMW 801 D-2 engine variant adapted for
C3 (96 octane) fuel. An additional injector in the left supercharger inlet
for emergency short term (10-15 min) engine power increase during flight
under 1000 m altitude was standard equipment. Most of the equipment was
the same as in the Fw 190A-8. From April 1944, the FuG 16 ZS radio set,
adapted for direct communication with units on the battlefield was
introduced in place of the FuG 16 ZY . Only a few planes (compared with
previous versions) had a desert equipment including an anti-dust filter.
In the second half of 1944, a widened rear cockpit canopy was added with
the A-8 plane. The purpose of this modification was to improve the pilot's
side-forward visibility, important during fighterbomber missions. Armament
consisted of two 13 mm MG 131 machine guns mounted in the fuselage and two
20 mm MG 151/20 E cannons in the wings.
Most of the early production series F-8 planes had the additional armor
used since the F-3 airframes. For weight reduction and improvement in
flight characteristics it was not used in later F-8s. These planes had
only the standard Fw 180 A-8 armor. Because the under-fuselage ETC 501
bomb rack was a standard item in A-8 planes all F-8 planes got it as well
but without the stabilizers for the droppable fuel tank.
In the beginning of 1944, due to the difficult situation on the Eastern
Front, the Luftwaffe was in desperate need of an attack plane with
armament capable of destroying armored vehicles including heavily armored
tanks (heavy tanks). In this situation, it became vital to arm Fw 190F
planes with offensive armaments other than bombs. This was not an easy
task, because the Luftwaffe had not developed weapon systems adaptable for
mounting in light fighter planes. The only way to solve this problem was
by trial and error until the proper armament could be find. First tested
on the Fw 190F was the 280 mm mortar W.Gr. 28/32 with high explosive
warhead. This missile was judged as unusable because of it's unstable and
highly curved flight path that made it impossible to aim them into the
targets. Next tested was the Panzerschreck 1 missile launcher combined
into two three barreled units mounted under wings on ETC 50 or ETC 70 bomb
racks. Each missile had a hollow-charge warhead. They were soon replaced
by the more modern Panzerschreck 2 (PD 8.8) launchers combined in units
consisting of two launchers with 88 mm missiles with hollow-charge
warheads that could be fired individually or in salvos. Equipped in this
manner, a Fw 190F-8 (W.Nr. 580383) was tested by Major Eggers at Udetfeld
Air Base. The results obtained were satisfactory but there were also some
disadvantages like the missile's short (137 m) range and limited accuracy.
Despite this, in October 1944 a small number of Panzerschreck 2 equipped
planes were delivered to service units on the Eastern Front.
In December 1944, the highly efficient missile Panzerblitz 1 (Pb 1)
system consisting of six and, more often, eight R4M air-to-air missiles.
They were adapted for tank destroying by mounting an 80 mm M8 type warhead
for an armor penetration of up to 90 mm. Using the Pb 1 unit it was
possible to destroy tanks at a 200 m distance. The only limitation was a
maximum speed of 490 km/hr, not to be exceeded during missile firing (in a
salvo of eight or in pairs). Up to February 1945 the Luftwaffe received
115 Fw 190F-8/Pb 1 planes.
The successor to the Pb 1 unit was the Panzerblitz 2 (Pb 2) unit. The
main difference between them was the replacement of the M8 warhead by a
hollow-charge warhead able to penetrate up to 180 mm armor. Also developed
was the new missile system Panzerblitz 3 (Pb 3) with a 210 mm
hollow-charge warhead, but it was not operational by the end of the war.
The same situation applied with the AG 140 (Abschussgerat 140) missile
system consisting of units with two 210 mm missile launchers different
from Pb 3. The AG 140 system was tested on the following three Fw 190F-8
planes designated as prototypes: V78 (W.Nr. 551103), V79 (W.Nr. 583303)
and V80 (W.Nr. 586600).
Apart from the previously described missile systems on the Fw 190F-8
plane, other weapon systems for ground attack were tested (e.g. doubled SG
113 A Forstersonde missile launchers mounted obliquely inside the wings
directed downward. Firing performed automatically using Forestersonde
magnetic field detection principle, when the plane flew over the tank. In
October 1944, at the research facility FGZ (Forschungsansalt Graf
Zeppelin) this device was mounted on the prototype Fw 190 V75 (W.Nr.
582071) and W.Nr. 586586 planes. In December 1944, system was also mounted
on the Fw 190 (W.Nr. 933452). This system was found to have low accuracy,
so development was abandoned shortly.
In June 1944, the development team commanded by Col. Haupt (Versuchsgruppe
Oberst Haupt) prepared a special Gero II type flamethrower in three
versions: A, B and C. The device was for attacking ground targets. In
February 1945, preparatory work began, by the application of additional
fuselage bottom cowlings, on a Fw 190F-8 to mount the flame-thrower. There
is still no evidence that this project was realized.
Authorities decided that flight tests with the wire guided air-to-air
Ruhrstahl X-4 (Ru 322) missile, probably with modified ground attack
warheads, would be carried out on F-8 planes. For the test two prototypes
were used: Fw 190 V69 (W.Nr. 582072), V70 (W.Nr. 580029) and three serial
production F-8 planes: W.Nr. 583431, 583438 and 584221. During these
flights the more modern Ruhrstahl X-7 (Ru-374) Rotkappchen and Henschel
298 missiles were tested as well. Tests were carried out with the
unpowered BV 246 (LT 950) Hagelkorn flying bomb. Probably by Fw 190V20.
An F-8 plane was selected to transport the special bomb SB 800 RS known
also as Prismen Rollbombe "Kurt" 1 and 2 for attacking the dams of water
reservoirs. This bomb was tested in Deba air base in Pommeren, but we have
no evidence that an Fw 190F plane was used for these tests. One of the
missions FW 190F-8 was used on was marine target attack. Unlike the
previously described plane variants, torpedo armament was provided in some
of the following Umrustbausatz kits:
Fw 190F-8/U1 - long range fighter-bomber (provided as replacement for
the Fw 190G-8 withdrawn from production). The plane had underwing pylons
installed from the Bf 110 V.Mitt-Schloss (Verkleidetes Messerschmitt
Schloss) for mounting two 300 liter fuel tanks and additional fuel pumps
inside the wings. Some planes had ETC 503 bomb racks in place of the
pylons that gave the capability of carrying two additional 250 kg bombs
(in this case the fuel tank was mounted under the fuselage) on ETC 501
racks. It was possible was to mount bombs on all points (2x250 kg and
1x500 kg), this reduced range but made the Fw 190A dangerous plane
carrying 1000 kg of bombs.
Fw 190F-8/U2 - torpedo plane with two underwing ETC 503 racks or
under-fuselage mounted ETC 504 (previously ETC 501) bomb rack. The plane
was equipped with a special sight system, TSA 2A (Tiefsturzangle 2A) for
precise aerial torpedo BT (Bombentorpedo) aiming. Using this torpedo it
was possible to attack targets from a higher altitude and from a higher
angle than in the case of an ordinary aerial torpedo LT (Lufttorpedo). It
was planned to use two BT 400 or one BT 700 torpedo. Other armament was
reduced to two fuselage mounted MG 131 machine guns. A small number of
these planes were in service with 11./KG200.
Fw 190F-8/U3 - torpedo plane adapted for transportation of the heavy BT
1400 torpedo on an under-fuselage mounted ETC 502 pylon designed specially
for this in TWP Gotenhafen-Hexengrund (see the section "Operational use").
His plane had a lengthened tail wheel strut to eliminate the possibility
of striking the ground with the torpedo. The plane was equipped with the
TSA 2 sight system coupled with a FuG 101 radio altimeter. This version
was powered by the more powerful 2000 hp (1470 kW) BMW 801 TS engine. The
Ta 152 tail was also mounted.
Fw 190F-8/U4 - night fighter-bomber powered by a BMW 801 TS engine with
exhaust flames dampers. Standard equipment was: PKS 12 autopilot device,
FuG 101 radio altimeter, TSA 2A sight system and other devices to aid
night navigation and flight. Armament consisted of aerial torpedoes and
bombs that could be carried on two underwing ETC 503 bomb racks. Other
armament was reduced to two MG 151/20 E cannons in wings. Probably only
one plane built (W.Nr. 586596). Admittedly, NSGr 20 used numerous Fw
190F-8 with flame dumpers and underwing mounted bomb racks but it was not
a F-8/U4 but rather field adapted, standard G-8 or F-8/U1 planes.
Fw 190F-8/U5 - simplified variant of F-8/U2 modification, without some
of the external equipment.
During the process of modifying serial production Fw 190F-8 planes
(generally done by cooperants and licence production factories) the
decision was made to adapt nearly all Umrustbausatz modifications to
Rustsatz kit standards. In this way, some U variants were doubled in
documentation as R variants. There are six known variants:
Fw 190F-8/R1 - fighter-bomber with four underwing mounted ETC 50 bomb
racks for 50 kg bombs, later replaced by ETC 71 dispensers for 70 kg bombs
(e.g. AB 70 cluster bomb). There are planes known with both dispenser
types mounted in pairs of the different types (2x ETC 50 + 2x ETC 71)
under the wings.
Fw 190F-8/R3 - attack plane with two MK 103 30 mm cannons, similar to
the A-5/U11 variant. Only two planes built.
Fw 190F-8/R13 - plane adapted for night operations, equivalent to the
F8/U4.
Fw 190F-8/R14 - torpedo plane adapted to carry aerial torpedoes LT F 5b
and LT 1B on the ETC 502 bomb rack. It was a development of Fw
190 A-5/U14 plane. It was equipped with the lengthened tail wheel strut
and enlarged Ta 152 tail. Powered by the more powerful BMW 801 TS engine.
Fw 190F-8/R15 - equivalent to F-8/U3.
Fw 190F-8/R16 - equivalent to F-8/U2.
FOCKE-WULF 190 F-9
In October 1944, the new Fw 190F-9 modification emerged from the
production lines . It had its roots in the A-9 plane. This version was
powered by the more powerful BMW 801 TS engine with the VDM propeller with
three wooden blades produced by the Heine or Shwartz companies. The
propeller had a diameter of 3500 mm. The F-9 planes used only the enlarged
rear cockpit canopy. Some planes also got the vertical tail from the Ta
152 plane. Armament was the same as previous version (2x1 MG 131 and 2x1
MG 151/20 E). For this plane, the same R modification kits (except R3)
were provided, but only the standard or R1 version were produced. A few
planes had Panzerblitz missile launchers.
At the turn of 1944/45, due to the critical shortage in strategic
materials for the aviation industry and the expanded fighter plane
production program it was necessary to develop substitute parts for the Fw
190 made of wood. These were generally tails, flaps and ailerons, but
there is no information which were used and on how many planes. A small
number of Fw 190F-8 and F-9, like the A-8, were used as guiding planes for
the Mistel units.
Proposed next for serial production was the Fw 190F-10 variant based on
Fw 190A-10. It would have been powered by the BMW 801 F (TF) engine. Use
of the Ta 152 tail was planed a standard. New in this variant were the
enlarged main wheels of 740x210 mm size. Because of delays in the BMW 801
F engine production, none this variant (like the A-10) was produced by the
war's end. The next modification after F-10 would have been the Fw 190F-15
powered by the BMW 801 TS engine. This variant was developed from the Fw
190 V66 (W.Nr. 584002) prototype. In some sources there is information
that V66 was not a direct F-15 prototype. Another project was Fw 190F-16.
Its prototype, V67 (W.Nr. 930516) was a modified F-8 plane. The only
difference was the FuG 16 ZE/ZS radio set was replaced by the FuG 15
radio. The last variant, not even realized as a prototype, could have been
the Fw 190F-17 destined for marine attack, equipped with a modernized TSA
2A gunsight system.
FOCKE-WULF 190G
Almost concurrently with the start of production of Fw 190F close
support attack version (Schlachtflugzeug), its derivative emerged from the
production lines - an extended range fighter-bomber, Jabo-Rei (Jagdbomber
mit vergrosserter Reichweite), designated Fw 190G. This version was an
attempt to cope with the service units' need for a fighter with the
capability of carrying ground attack weapons to distances considerably
greater than 500-600 km (the range of a Fw 190F).
FOCKE-WULF 190G-1
During the development of this new version, elements of the Fw
190A-4/U8 long range fighter-bomber were used, in which range extension
was obtained by use of two dropable underwing fuel tanks of 300 liters
capacity each. These tanks were carried on VTr-Ju87 pylons produced by the
Weserflug company, with duralumin profiled fairings. However, the increase
in fuel weight to 880 kg could considerably reduce aircraft performance
and extend takeoff length to the point of reducing the operational ability
of the plane from smaller airfields. It was necessary to reduce plane
weight.
This could be realized by the reduction of plane armor or armament. The
designers applied the second solution and removed the fuselage mounted MG
17 7.9 mm machine guns and resisted applying a second pair of cannons in
the wings. This new Fw 190G-1 had armament reduced to only two MG 151/20 E
20 mm cannons mounted in the wing roots with a reduced 150 rounds per
cannon ammunition.
For offensive armament the under-fuselage ETC 501 bomb rack could carry
250 and 500 kg bombs or four small 50 kg bombs after the ER 4 adapter
applied. The radio equipment suite deleted the FuG 25a IFF device and
often the radio altimeter was not mounted. Because of the extended engine
operational time it was suggested that an additional oil tank be mounted
under the cowling, near the windshield, in the place of the previously
used MG 17 machine guns. About 50 Fw 190A-4/U8 planes were produced that
were included in the G series and got the official designation Fw 190G-1.
During production, the shields of the underwing munitions locks were
slightly enlarged and stiffened.
FOCKE-WULF 190G-2
The new Fw 190G-2 model was developed from the A-5 series fuselage and
its fighter-bomber U8 modification kit (A-5/U8). It had the same
modifications as used in the A-4/U8 plane. Additional fuel (468 kg) was
placed in underwing fuel tanks but (except for a few early specimens)
carried under the wings on simpler V.Mtt-Schlos locks, with two side
struts - stabilizers. Duralumin profiled firings were not used in this
plane, because despite its good aerodynamics during the flight to the
target, when tanks were mounted, after tank ejection the fairing's
influence was highly disruptive - aerodynamical drag was increased, fuel
consumption increased and maximum speed was reduced by 40 km/hr. Locks
without fairings were beneficial in both flight phases and after tank
ejection small locks reduced the speed by only 15 km/hr. As in the Fw
190G-1, some planes got an additional oil tank. There were also some
planes adapted for night operations designated Fw 190G-2/N. The main
difference was application of flame dampers to protect the pilot from
blinding and to reduce the possibility of early detection of the plane by
enemy antiaircraft defence. A smaller change worth a word is the
application of landing lights to the left wing leading edge (in all
planes).
FOCKE-WULF 190G-3
During the summer of 1943 production of modified Fw 190G-3 planes
started. In this series the wing from the Fw 190 A-6 plane was applied as
standard and underwing shackles for fuel tanks were replaced by similar
ETC 501 V.Fw Trg (Verkleideter Focke-Wulf Trager) bomb racks. This
solution gives this version the ability to carry both fuel tanks and 250
kg bombs, this considerably increased offensive plane capabilities. In
addition to this change, the Fw 190G-3 plane was equipped with the
autopilot device PKS 11 (also the more modern version: PKS 12) to reduce
pilot work load during long range flights (maximum flight time for Fw 190G
was about 2.5 hours). Beginning in October 1943 Fw 190G-3 and later
version planes were powered by the BMW 801 D-2 engine adapted for C3 (96
octane) fuel and fitted with an additional injector in the left
supercharger inlet. That made it possible to briefly (10-15 min.) increase
engine power during flights at low altitudes (under 1000 m).
The Fw 190G-3 had also a desert version, G-3 tp, with anti-dust filters
and other equipment useful during operations over desert regions or over
regions with similar conditions. Some planes were modified by mounting
equipment provided for R kits used for G version:
Fw 190G-3/R1 - heavily armed attack fighter with two WB 151/20 pylons
in place of underwing V.Fw Trg. racks. This variant had armament of 2x1 MG
151/20 E with 250 rounds per cannon and 2x2 MG 151/20 E with 125 rounds
per cannon. This modernization was ordered in September 1943 to be made by
LZA workshops at Sagan-Kupper Air Base. These planes did not have the
autopilot device or additional armor. Planes would have been used for
bomber formation attack and ground attack.
Fw 190G-3/R5 - close support attack aircraft modified similar to the
F-3/R1 standard. In place of V.Fw Trg. racks, ETC 50 bomb racks (2x2 50 kg
bombs) were mounted. In this modification, no additional armor and oil
tank were applied. Some planes were again equipped with fuselage mounted
MG 17 machine guns. Most of the planes had the autopilot device.
FOCKE-WULF 190G-8
Next, and the last production series of the G version, was the Fw
190G-8 plane (G-4 to G-7 variant designated small modifications that were
not realized). Basis for this version was the A-8 airframe. It included
all modification applied to this version and the enlarged cockpit canopy
from the Fw 190F-8. Some G-8 planes also got flame dampers (version G-8/N
adapted for night operation). Despite the fact that the plane did not have
fuselage mounted machine guns, the G-8 got new, enlarged upper covers
forward of the cockpit, adapted for MG 131 machine gun mounting. For
transportation of additional fuel tanks and bombs the new ETC 503 bomb
racks were used. To widen Fw 190G-8 operational use, the following
Rustsatz kits were provided:
Fw 190G-8/R4 - an unrealized project of a plane equipped with a GM 1
installation for nitrogen monoxide (N2O) injection for increased power
rising (larger amount of oxygen available for combustion) at high
altitudes.
Fw 190G-8/R5 - had four underwing ETC 50 (or ETC 70) bomb racks in
place of two ETC 503.
Production of G-8 version continued from September 1943 to February
1944, when production of the Fw 190G-8 was abandoned in favor of modified
F-8 series planes. This was connected with the tendency to simplify the
production process. In the late series G-8 planes (from February 1944),
the autopilot device was not used . In the late Fw 190G-8 (after mounting
MG 131 machine guns) there were no longer differences between this version
and the Fw 190F-8 attack aircraft type (G-8 = F-8/U1 in the version with
ETC 503 bomb racks, and G-8/R5 = F-8/R1 also).
In an emergency, single Fw 190G planes were adapted for the
transportation of high weight bombs under the fuselage (1000, 1600 and
1800 kg). In this modification, the shock absorber leg was strengthened
and wheels with strengthened tires were used. Also used were special bomb
racks (Schlos 1000 or 2000) in place of the ETC 501 bomb rack. The Fw 190G
planes with these higher bomb loads needed as long as 1200-1300 m of
runway for takeoff.
About 800 Fw 190G planes of all versions were produced. It was also the
last version of the Fw 190 powered by a radial engine. We must also admit
that finding the true number of planes produced is impossible for the
following reasons: first - full documentation is not in existence from all
Focke-Wulf airframe factories and companies manufacturing the plane under
licence, second - we don't know how many airframes (particularly F series)
were assembled in special small workshops (e.g. Menibum), whose main aim
was building of torpedo and other variants for special purposes. The other
complicating factor, sometimes making detailed compilation impossible is
that some planes were assembled in field workshops where airframes and
engines from planes withdrawn from service units were recycled. In this
process, fully operational planes were made from parts of heavily damaged
fighters withdrawn from service. For example, from a plane with a heavily
damaged airframe, wings were taken and mounted to another plane with
damaged wings. Often such 'composited' planes had tail and engine taken
from other Fw 190A, F or G. These composite planes, sometimes a completely
new 'version', received new individual serial numbers and were sent to a
field unit after a test flight .
Example of this practice is seen in a Fw 190F-8/R-1 plane stored in the
National Air and Space Museum (NASM) in Washington, USA. When, after
storage in the Silver Hill facility, the process of restoration started,
the old identification plate on the fuselage with serial number (Werk
Nummer) W.Nr. 640069 was found. This is evidence that the airframe was
taken from an A-7 plane. After rebuilding during the war, this particular
plane was modified to Fw 190F-8 standard, got a new serial number (W.Nr.
931884) and was again sent to a service unit. The number of Fw 190Fighters
produced with radial engines is probably 17000 planes minimum. Some
authors quote higher numbers, but because each source is different, these
numbers are not credible. Of course, the development of the Fw 190 plane
did not end with the A, F and G versions, but continued with water-cooled
in-line engines.
MISTEL SETS
As was the case previously with the Bf 109, the Fw 190 (generally in
A-8/F8/G-8 versions) was used as a guiding plane for units with a crewless
Ju 88 bomber called Mistel and for training (with a piloted Ju 88) -
Mistel S. For this bomber, sets were developed with different types of
hollow-charge warheads mounted in the front of the Ju 88 fuselage in place
of the cockpit. There were several variants of Mistel and Mistel S sets.
The main difference was the variant of Ju 88 plane and guiding plane used.
The Fw 190 was used in Mistel 2, 3A, 3B, 3C, Mistel S2A, S3A, S3B, S3C
sets. The Fw 190Adapted for the Mistel set had armament removed and under
the forward cowling was mounted an additional oil tank (most of the G8
planes had this tank mounted previously). On the wing spar and on the aft
fuselage, joints for connecting struts with electrical and control
connections were mounted. The TSA 1 device was provided for guiding the
lower aircraft. Because of the large number of modifications adopted for
Mistel sets, planes received the additional designation M (e.g. Fw
190A-8/M). Also developed, but unrealized, was a Mistel set project with
Fw 190And Ta 154 planes. The research and development Center working on
these constructions was situated in Nordhausen and the Leipzig-Mockau
repair factory and ATG in Merseburg were involved in the process of
preparation of the Ju 88 bombers.
Text : Joe Baugher
