FW 190 A8 Cocpit in Detail
The Focke-Wulf Fw 190 Würger ("shrike"), often called Butcher-bird, was a single-seat, single-engine fighter aircraft of Germany's Luftwaffe, and one of the best fighters of its generation. Used extensively during the Second World War, over 20,000 were manufactured, including around 6,000 fighter-bomber models. Production ran from 1941 to the end of hostilities, during which time the aircraft was continually updated. Its final incarnations retained qualitative parity with Allied fighter planes, although they lagged far behind in quantity of production.
The Fw 190 was well liked by its pilots, and widely regarded as superior to the front line Supermarine Spitfire Mk V on its combat debut in 1941. Compared to the Bf 109, the Fw 190 was a "workhorse," employed in and proved suitable for a wide variety of roles, including ground attack, long-range bomber escort, night-fighter and (especially in the "D" version) high-altitude interceptor.
The Fw 190 was well liked by its pilots, and widely regarded as superior to the front line Supermarine Spitfire Mk V on its combat debut in 1941. Compared to the Bf 109, the Fw 190 was a "workhorse," employed in and proved suitable for a wide variety of roles, including ground attack, long-range bomber escort, night-fighter and (especially in the "D" version) high-altitude interceptor.
Specifications (Fw 190A-8)
Data from
General characteristics
Crew: One
Length: 9.00 m (29 ft 0 in)
Wingspan: 10.51 m (34 ft 5 in)
Height: 3.95 m (12 ft 12 in)
Wing area: 18,30 m² (196.99 ft²)
Empty weight: 3,200 kg (7,060 lb)
Loaded weight: 4,417 kg (9,735 lb)
Max takeoff weight: 4,900 kg (10,800 lb)
Powerplant: 1× BMW 801D-2 radial engine, 1,272 kW (1,730 hp); 1,471 kW (2,000 hp) with boost
Performance
Maximum speed: 656 km/h at 4,800 m, 685 km/h with boost, up to 750 km/h in a dive (408 mph at 15,750 ft, 428 mph with boost, 466 mph in a dive)
Range: 800 km (500 miles)
Service ceiling: 11,410 m (37,430 ft)
Rate of climb: 13 m/s (2560 feet/min)
Wing loading: 241 kg/m² (57 lb/ft²)
Power/mass: 0.29 - 0.33 kW/kg (0.18 - 0.21 hp/lb)
Armament
2× 13 mm MG 131 machine guns with 475 rounds/gun
4× 20 mm MG151/20E cannons with 250 rounds/gun in the wing root and 140 rounds/gun outboard.
[edit] Specifications (Fw 190D-9)
General characteristics
Crew: 1
Length: 10.20 m (33 ft 5 1/2 in)
Wingspan: 10.50 m (34 ft 5 in)
Height: 3.35 m (11 ft 0 in)
Wing area: 18.30 m² (196.99 ft²)
Empty weight: 3,490 kg (7,694 lb)
Loaded weight: 4,350 kg (9,590 lb)
Max takeoff weight: 4,840 kg (10,670 lb)
Powerplant: 1× Junkers Jumo 213A-1 12-cylinder inverted-Vee piston engine, 1,287 kW, 1,544 kW with boost (1,750 hp / 2,100 hp)
Performance
Maximum speed: 685 km/h at 6,600 m, 710 km/h at 11,300 m (426 mph at 21,655 ft / 440 mph at 37,000 ft)
Range: 835 km (519 mi)
Service ceiling: 12,000 m (39,370 ft)
Rate of climb: 17 m/s (3,300 feet/min)
Wing loading: 238 kg/m² (48.7 lb/ft²)
Power/mass: 0.30 - 0.35 kw/kg (0.18 - 0.21 hp/lb)
Armament
2× 13 mm MG 131 machine guns
2× 20 mm MG 151 cannons
1× 500 kg (1,102 lb) SC500 bomb
Fw 190 A
Fw 190 A-3, III./JG 2, Hans Hahn, France 1942
There were nine distinct sub-variants of the original Fw 190 A.
The Fw 190 A-1 first rolled off the assembly lines in June 1941. The first few models were shipped to the Erprobungsstaffel (formerly from II./JG 26 Schlageter) for further testing. Following testing the Fw 190 A-1s entered service with II./JG 26 stationed outside of Paris, France. The A-1 was equipped with the BMW 801C-1 engine, rated at 1,560 hp (1,160 kW). Armament consisted of two fuselage mounted MG 17s, two wing root mounted MG 17s and two outboard wing mounted MG FF/Ms. For the most part, the MG 17s were thought to be almost useless in what was then modern air combat and therefore gained the nickname "rattles." There were 102 Fw 190 A-1s built between June and August of 1941. The A-1 models still suffered from the overheating that prototype Fw 190s suffered from in testing. Many of these early engines reached only 30-40 hours of use (sometimes less) and had to be replaced soon after.
The first Fw 190 A-2s were assembled in August 1941. Equipped with the BMW 801 C-2, producing 1,600 hp (1,190 kW), the new engine finally resolved most of the overheating issues. The addition of new ventilation slots on the side of the fuselage aided cooling further. The A-2 wing weaponry was updated, with the two wing root mounted MG 17s being replaced by 20 mm MG 151/20E cannons. With the introduction of the new cannons, the Revi C12/C gun sight was upgraded to the new C12/D model. Some A-2s were also outfitted with the ETC-501 bomb rack. Another major change switched the hydraulic landing gear to electric actuation, as issues had been reported in combat units with the A-1 gear. The introduction of the A-2 to the air in Europe signaled the shift of air supremacy from the British and the Spitfire Mk V to the Germans. Due to similarities with the A-3, most build numbers of the A-2 include the A-3 model. About 910 A2 and A-3s were built between October 1941 and August 1942.
Production of the Fw 190 A-3s started in spring 1942. The A-3 model was equipped with the BMW 801D-2 engine, which increased power to 1,700 hp (1,270 kW) by raising the compression ratio and increasing the power of the compressor. Due to these changes the A-3 model required a higher octane fuel – 100 (C3) versus 87 (B4). The A-3 retained the same weaponry as the A-2. Soon after entering service on the Eastern Front, the A-3 controlled the air over Russia. The A-3 also introduced the Umrüst-Bausätze – factory conversion sets. The U1 featured an ETC-501 bomb rack with the removal of the MG FFs in the outer wings. The U2 added RZ 73 mm rocket launchers inside the wing, with three launchers per wing. The U3 introduced the Jabo (Jagdbomber) to the Fw 190 world, adding an ETC-501 center line bomb rack and one SC-50 bomb under each wing. The U3 retained the fuselage mounted MG 17s and the MG 151 wing cannons. The U4 was a reconnaissance version with two Rb 12.5 cameras in the rear fuselage with armament similar to the U3, however the ETC-501 was typically fitted with a 300 l drop tank. There were also a small number of U7 aircraft tested as high altitude fighters armed with only two MG 151 cannons, but a reduced overall weight. See the A-2 model for build numbers.
Introduced in June 1942, the Fw 190 A-4 was equipped with the same engine and basic armament as the A-3. It was, however, equipped with updated radio gear, and in some instances pilot-controllable engine cooling vents. The A-4's main improvement was the number of Umrüst-Bausätze versions. The U1 was outfitted with under wing bomb racks and the removal of all armament with the exception of the MG 151 cannons. The U3 was designed as a Jabo, fitted with under wing ETC-501 racks, which could be fitted with either SC-250 bombs or 300 l drop tanks. The U3 also was deployed in night missions having some slight modifications such as exhaust suppressors and landing lights being fitted. The U3 served as the basis of the Fw 190 F-1 assault fighter. The U4 was a reconnaissance fighter, with two Rb 12.4 cameras in the rear fuselage and a EK16 or Robot II gun camera. The U4 was equipped with the fuselage mounted MG 17s and MG 151 cannons. The U7 was a high-altitude fighter, easily identified by the compressor air intakes on either side of the cowling. Galland himself flew a U7 in the spring of 1943. The U8 introduced the Jabo-Rei (Jagdbomber Reichweite) to the Fw 190 world, adding a 300 l drop tank on the centerline and two SC 50 bombs under each wing. The MG FF/M cannons were sometimes removed which allowed the addition of two SC-250 mounted on each side of wing mounted drop tanks. The U8 served as the basis of the Fw 190 G. Some A-4s were outfitted with underwing WGr 21 rocket mortars, these were designated Fw 190 A-4/R6. A total of 976 A-4s were built between June 1942 and March 1943.
The Fw 190 A-5 was developed when it was found that the Fw 190 could easily carry more ordnance. The nose was lengthened by 15 cm, and the A5 was equipped with the BMW 801D-2 engine, rated at 1,700 hp (1,270 kW). New radio gear, including IFF (via the FuG 25a) and the newly invented electronic artificial horizon found their way into the A-5. The A-5 retained the same basic armament as the A-4. The A-5 too, saw several Umrüst-Bausätze kits. The U2 was designed as a night Jabo-Rei and featured anti-reflective fittings and exhaust flame dampeners. A center line ETC-501 rack typically held a 250 kg bomb, and wing mounted racks mounted 300 l drop tanks. A EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The U2 was armed with only two MG 151 cannons. The U3 was a Jabo fighter fitted with ETC-501s for drop tanks and bombs; it too featured only two MG 151 for armament. The U4 was a recon fighter with two Rb 12.5 cameras and all armament of the base A-5 with the exception of the MG FF cannons. The U8 was another Jabo-Rei outfitted with SC-250 centerline mounted bombs, under wing 300 l drop tanks and only two MG 151s; the U8 later became the Fw 190 G-2. A special U12 was created to fight American and British bombers, outfitted with two 20 mm cannons, two 30 mm cannons and two 13 mm machine guns. Other A-5 versions featured wing mounted cannon and machine gun pods such as the WB 151/20 pod. There were 1,752 A-5s built from November 1942 to June 1943.
Fw 190A starting up
The Fw 190 A-6 was developed to fix the shortcomings found in previous A models when fighting US heavy bombers. Modifications to the type to date had caused the weight of the aircraft to creep up. To combat this and to allow better weapons to be installed in the wings, a larger, bigger, lighter wing was designed. This new wing was introduced into production with the A-6. The normal armament was increased to two MG 17 machine guns and four MG 151/20E cannons. It is believed the MG 17s were kept because their tracer rounds served as a targeting aid for the pilots. New armor plates were added to the canopy in order to fit the new canopy fittings, as well as a new FuG 16ZE radio navigation system. The A-6 was outfitted in numerous ways with various Rüstsätze (field modification kits) sets, including a 30 mm thick transparent armor plates added to the canopy and windshield to better protect the pilots from tail gunners of the heavy bombers. More flexible than the factory upgrade kits for previous versions, these field upgrade kits allowed the A-6 to be refitted in the field as missions demanded. About 1,055 A-6s were built between May 1943 and March 1944.
The Fw 190 A-7 was based on the Fw 190 A-5/U9, and entered production in November of 1943. The A-7 was equipped with the BMW 801 D-2 engine, again producing 1,700 hp (1,270 kW). The basic armament was finally updated to include two fuselage mounted MG 131, two wing root mounted MG 151s and two outer wing mounted MG 151s. The Revi gun sight was updated to the new 16B model. The addition weight of the new weapon systems required the updating of the wheels to a reinforced rim to better deal with typical combat airfield conditions. The A-7 was typically outfitted with the centerline mounted ETC-501 rack. There were several major Rüstsätze for the A-7 many including WGr 21 rockets. 701 A-7s were produced from November 1943 to April 1944 to move assembly lines to the A8.
Focke-Wulf Fw 190 A-8 in 1944
The Fw 190 A-8 entered production in February 1944. The A8 model introduced the erhöhte notleistung emergency boost system to the fighter variant of the Fw190A (a similar system had been fitted to some earlier jabo variants of the 190A). The erhöhte notleistung system operated by spraying additional fuel into the fuel/air mix cooling it and allowing higher boost pressures to be run, but at the cost of much higher fuel consumption. The A-8 was equipped with a new wooden propeller easily identified by its wide paddle-shaped blades and a new canopy design similar to the “bubble” canopies in widespread use by the Allied air forces. Nearly a dozen Rüstsätze kits available for the A8, including the famous A8/R2 and A8/R8 models which were outfitted with heavy armor including 30 mm canopy and windscreen armor, 5 mm cockpit armor and upgraded outer wing cannons to the MK 108 30 mm cannon that could destroy most heavy bombers with two or three hits. Over 6,550 A-8 airframes were produced with at least eight factories turning out the fighter.
The Fw 190 A-9 was the last A- model produced, and was first built in September 1944. The A-9 was fitted with the new BMW 801S, called the 801TS when shipped as a “power-egg”, or Kraftei, engine (an aircraft engine installation format embraced by the Luftwaffe for a number of engine types on operational aircraft, partially for easy field replacement), rated at 2,000 hp (1,490 kW); the more powerful 2,400 hp (1,790 kW) BMW 801F was not available. Cowl mounted armor was upgraded from the 6 mm on earlier models to 10 mm. The A-9 was very similar to the A-8 in most other aspects, including the armament and Rüstsätze kits. 910 A-9s were built between April 1944 and May 1945.
In total about 13,291 Fw 190As were produced in all variants.
Fw 190 D "Dora"
Data from
General characteristics
Crew: One
Length: 9.00 m (29 ft 0 in)
Wingspan: 10.51 m (34 ft 5 in)
Height: 3.95 m (12 ft 12 in)
Wing area: 18,30 m² (196.99 ft²)
Empty weight: 3,200 kg (7,060 lb)
Loaded weight: 4,417 kg (9,735 lb)
Max takeoff weight: 4,900 kg (10,800 lb)
Powerplant: 1× BMW 801D-2 radial engine, 1,272 kW (1,730 hp); 1,471 kW (2,000 hp) with boost
Performance
Maximum speed: 656 km/h at 4,800 m, 685 km/h with boost, up to 750 km/h in a dive (408 mph at 15,750 ft, 428 mph with boost, 466 mph in a dive)
Range: 800 km (500 miles)
Service ceiling: 11,410 m (37,430 ft)
Rate of climb: 13 m/s (2560 feet/min)
Wing loading: 241 kg/m² (57 lb/ft²)
Power/mass: 0.29 - 0.33 kW/kg (0.18 - 0.21 hp/lb)
Armament
2× 13 mm MG 131 machine guns with 475 rounds/gun
4× 20 mm MG151/20E cannons with 250 rounds/gun in the wing root and 140 rounds/gun outboard.
[edit] Specifications (Fw 190D-9)
General characteristics
Crew: 1
Length: 10.20 m (33 ft 5 1/2 in)
Wingspan: 10.50 m (34 ft 5 in)
Height: 3.35 m (11 ft 0 in)
Wing area: 18.30 m² (196.99 ft²)
Empty weight: 3,490 kg (7,694 lb)
Loaded weight: 4,350 kg (9,590 lb)
Max takeoff weight: 4,840 kg (10,670 lb)
Powerplant: 1× Junkers Jumo 213A-1 12-cylinder inverted-Vee piston engine, 1,287 kW, 1,544 kW with boost (1,750 hp / 2,100 hp)
Performance
Maximum speed: 685 km/h at 6,600 m, 710 km/h at 11,300 m (426 mph at 21,655 ft / 440 mph at 37,000 ft)
Range: 835 km (519 mi)
Service ceiling: 12,000 m (39,370 ft)
Rate of climb: 17 m/s (3,300 feet/min)
Wing loading: 238 kg/m² (48.7 lb/ft²)
Power/mass: 0.30 - 0.35 kw/kg (0.18 - 0.21 hp/lb)
Armament
2× 13 mm MG 131 machine guns
2× 20 mm MG 151 cannons
1× 500 kg (1,102 lb) SC500 bomb
Fw 190 A
Fw 190 A-3, III./JG 2, Hans Hahn, France 1942
There were nine distinct sub-variants of the original Fw 190 A.
The Fw 190 A-1 first rolled off the assembly lines in June 1941. The first few models were shipped to the Erprobungsstaffel (formerly from II./JG 26 Schlageter) for further testing. Following testing the Fw 190 A-1s entered service with II./JG 26 stationed outside of Paris, France. The A-1 was equipped with the BMW 801C-1 engine, rated at 1,560 hp (1,160 kW). Armament consisted of two fuselage mounted MG 17s, two wing root mounted MG 17s and two outboard wing mounted MG FF/Ms. For the most part, the MG 17s were thought to be almost useless in what was then modern air combat and therefore gained the nickname "rattles." There were 102 Fw 190 A-1s built between June and August of 1941. The A-1 models still suffered from the overheating that prototype Fw 190s suffered from in testing. Many of these early engines reached only 30-40 hours of use (sometimes less) and had to be replaced soon after.
The first Fw 190 A-2s were assembled in August 1941. Equipped with the BMW 801 C-2, producing 1,600 hp (1,190 kW), the new engine finally resolved most of the overheating issues. The addition of new ventilation slots on the side of the fuselage aided cooling further. The A-2 wing weaponry was updated, with the two wing root mounted MG 17s being replaced by 20 mm MG 151/20E cannons. With the introduction of the new cannons, the Revi C12/C gun sight was upgraded to the new C12/D model. Some A-2s were also outfitted with the ETC-501 bomb rack. Another major change switched the hydraulic landing gear to electric actuation, as issues had been reported in combat units with the A-1 gear. The introduction of the A-2 to the air in Europe signaled the shift of air supremacy from the British and the Spitfire Mk V to the Germans. Due to similarities with the A-3, most build numbers of the A-2 include the A-3 model. About 910 A2 and A-3s were built between October 1941 and August 1942.
Production of the Fw 190 A-3s started in spring 1942. The A-3 model was equipped with the BMW 801D-2 engine, which increased power to 1,700 hp (1,270 kW) by raising the compression ratio and increasing the power of the compressor. Due to these changes the A-3 model required a higher octane fuel – 100 (C3) versus 87 (B4). The A-3 retained the same weaponry as the A-2. Soon after entering service on the Eastern Front, the A-3 controlled the air over Russia. The A-3 also introduced the Umrüst-Bausätze – factory conversion sets. The U1 featured an ETC-501 bomb rack with the removal of the MG FFs in the outer wings. The U2 added RZ 73 mm rocket launchers inside the wing, with three launchers per wing. The U3 introduced the Jabo (Jagdbomber) to the Fw 190 world, adding an ETC-501 center line bomb rack and one SC-50 bomb under each wing. The U3 retained the fuselage mounted MG 17s and the MG 151 wing cannons. The U4 was a reconnaissance version with two Rb 12.5 cameras in the rear fuselage with armament similar to the U3, however the ETC-501 was typically fitted with a 300 l drop tank. There were also a small number of U7 aircraft tested as high altitude fighters armed with only two MG 151 cannons, but a reduced overall weight. See the A-2 model for build numbers.
Introduced in June 1942, the Fw 190 A-4 was equipped with the same engine and basic armament as the A-3. It was, however, equipped with updated radio gear, and in some instances pilot-controllable engine cooling vents. The A-4's main improvement was the number of Umrüst-Bausätze versions. The U1 was outfitted with under wing bomb racks and the removal of all armament with the exception of the MG 151 cannons. The U3 was designed as a Jabo, fitted with under wing ETC-501 racks, which could be fitted with either SC-250 bombs or 300 l drop tanks. The U3 also was deployed in night missions having some slight modifications such as exhaust suppressors and landing lights being fitted. The U3 served as the basis of the Fw 190 F-1 assault fighter. The U4 was a reconnaissance fighter, with two Rb 12.4 cameras in the rear fuselage and a EK16 or Robot II gun camera. The U4 was equipped with the fuselage mounted MG 17s and MG 151 cannons. The U7 was a high-altitude fighter, easily identified by the compressor air intakes on either side of the cowling. Galland himself flew a U7 in the spring of 1943. The U8 introduced the Jabo-Rei (Jagdbomber Reichweite) to the Fw 190 world, adding a 300 l drop tank on the centerline and two SC 50 bombs under each wing. The MG FF/M cannons were sometimes removed which allowed the addition of two SC-250 mounted on each side of wing mounted drop tanks. The U8 served as the basis of the Fw 190 G. Some A-4s were outfitted with underwing WGr 21 rocket mortars, these were designated Fw 190 A-4/R6. A total of 976 A-4s were built between June 1942 and March 1943.
The Fw 190 A-5 was developed when it was found that the Fw 190 could easily carry more ordnance. The nose was lengthened by 15 cm, and the A5 was equipped with the BMW 801D-2 engine, rated at 1,700 hp (1,270 kW). New radio gear, including IFF (via the FuG 25a) and the newly invented electronic artificial horizon found their way into the A-5. The A-5 retained the same basic armament as the A-4. The A-5 too, saw several Umrüst-Bausätze kits. The U2 was designed as a night Jabo-Rei and featured anti-reflective fittings and exhaust flame dampeners. A center line ETC-501 rack typically held a 250 kg bomb, and wing mounted racks mounted 300 l drop tanks. A EK16 gun camera, as well as landing lights, were fitted to the wing leading edge. The U2 was armed with only two MG 151 cannons. The U3 was a Jabo fighter fitted with ETC-501s for drop tanks and bombs; it too featured only two MG 151 for armament. The U4 was a recon fighter with two Rb 12.5 cameras and all armament of the base A-5 with the exception of the MG FF cannons. The U8 was another Jabo-Rei outfitted with SC-250 centerline mounted bombs, under wing 300 l drop tanks and only two MG 151s; the U8 later became the Fw 190 G-2. A special U12 was created to fight American and British bombers, outfitted with two 20 mm cannons, two 30 mm cannons and two 13 mm machine guns. Other A-5 versions featured wing mounted cannon and machine gun pods such as the WB 151/20 pod. There were 1,752 A-5s built from November 1942 to June 1943.
Fw 190A starting up
The Fw 190 A-6 was developed to fix the shortcomings found in previous A models when fighting US heavy bombers. Modifications to the type to date had caused the weight of the aircraft to creep up. To combat this and to allow better weapons to be installed in the wings, a larger, bigger, lighter wing was designed. This new wing was introduced into production with the A-6. The normal armament was increased to two MG 17 machine guns and four MG 151/20E cannons. It is believed the MG 17s were kept because their tracer rounds served as a targeting aid for the pilots. New armor plates were added to the canopy in order to fit the new canopy fittings, as well as a new FuG 16ZE radio navigation system. The A-6 was outfitted in numerous ways with various Rüstsätze (field modification kits) sets, including a 30 mm thick transparent armor plates added to the canopy and windshield to better protect the pilots from tail gunners of the heavy bombers. More flexible than the factory upgrade kits for previous versions, these field upgrade kits allowed the A-6 to be refitted in the field as missions demanded. About 1,055 A-6s were built between May 1943 and March 1944.
The Fw 190 A-7 was based on the Fw 190 A-5/U9, and entered production in November of 1943. The A-7 was equipped with the BMW 801 D-2 engine, again producing 1,700 hp (1,270 kW). The basic armament was finally updated to include two fuselage mounted MG 131, two wing root mounted MG 151s and two outer wing mounted MG 151s. The Revi gun sight was updated to the new 16B model. The addition weight of the new weapon systems required the updating of the wheels to a reinforced rim to better deal with typical combat airfield conditions. The A-7 was typically outfitted with the centerline mounted ETC-501 rack. There were several major Rüstsätze for the A-7 many including WGr 21 rockets. 701 A-7s were produced from November 1943 to April 1944 to move assembly lines to the A8.
Focke-Wulf Fw 190 A-8 in 1944
The Fw 190 A-8 entered production in February 1944. The A8 model introduced the erhöhte notleistung emergency boost system to the fighter variant of the Fw190A (a similar system had been fitted to some earlier jabo variants of the 190A). The erhöhte notleistung system operated by spraying additional fuel into the fuel/air mix cooling it and allowing higher boost pressures to be run, but at the cost of much higher fuel consumption. The A-8 was equipped with a new wooden propeller easily identified by its wide paddle-shaped blades and a new canopy design similar to the “bubble” canopies in widespread use by the Allied air forces. Nearly a dozen Rüstsätze kits available for the A8, including the famous A8/R2 and A8/R8 models which were outfitted with heavy armor including 30 mm canopy and windscreen armor, 5 mm cockpit armor and upgraded outer wing cannons to the MK 108 30 mm cannon that could destroy most heavy bombers with two or three hits. Over 6,550 A-8 airframes were produced with at least eight factories turning out the fighter.
The Fw 190 A-9 was the last A- model produced, and was first built in September 1944. The A-9 was fitted with the new BMW 801S, called the 801TS when shipped as a “power-egg”, or Kraftei, engine (an aircraft engine installation format embraced by the Luftwaffe for a number of engine types on operational aircraft, partially for easy field replacement), rated at 2,000 hp (1,490 kW); the more powerful 2,400 hp (1,790 kW) BMW 801F was not available. Cowl mounted armor was upgraded from the 6 mm on earlier models to 10 mm. The A-9 was very similar to the A-8 in most other aspects, including the armament and Rüstsätze kits. 910 A-9s were built between April 1944 and May 1945.
In total about 13,291 Fw 190As were produced in all variants.
Fw 190 D "Dora"
The Fw 190 D-9 was a greatly improved version featuring, despite the appearance, an in-line engine. It was considered a match for the best Allied fighters of the time.
The Fw 190 D (nicknamed the Dora-9 "Dora-Neun"; or Long-Nose Dora, "Langnasen-Dora") was introduced for one primary reason: high altitude performance. While previous versions of the Fw 190 were very effective at low and medium altitudes, they lacked performance at the higher altitudes at which the American heavy bombers (such as the B-17 Flying Fortress) and accompanying Allied escort fighters operated.
Two previous Fw 190 development platforms attempted to solve these performance issues. Both the Fw 190 B and C airframe series were developed to tackle this issue, and all attempts to do so had failed for various reasons, including and not limited to high performance superchargers and turbo systems, reliable cockpit pressurization systems, poor material availability and the war demand itself.
The Fw 190 D began development in 1942 at the same time as the B and C variants. However, starting in 1941, Kurt Tank saw a need for the move to an inline engine when the Spitfire and soon the P-51 Mustang began flying over Western Europe. Tank knew the move to an inline engine could help the Fw 190 in its altitude performance.
In October 1942, the first mock-up Fw 190 D was built with a Jumo 213 A engine installed. Tank had always preferred the DB 600 series engines, especially the DB 603, but they were in short supply due to the requirements of Bf 109 and Bf 110 production; thus Tank had to make do with what was available, which was the then-new, Jumo 213. The liquid-cooled 1,750 PS (1,726 hp, 1,287 kW) Jumo 213 A could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency power with MW-50 injection.
As with the B and C variants, attempts to pressurize the cockpit failed, and resulted in the Fw 190 D undergoing some rather major redesigns, and leading to the cancellation of both the D-1 and D-2 models.
The first Dora to make it into volume production was the unpressurized Fw 190D-9 model.
Due to the multiple attempts to create an effective next generation 190, as well as the comments of some Luftwaffe pilots, expectations of the Dora project were low. These impressions were not helped by the fact that Tank made it very clear that he intended the D-9 to be a stop-gap until the Ta 152 arrived. These negative opinions existed for some time until pilot feedback began arriving at FW and the Luftwaffe command structure.
In order to fit the new engine in the Fw 190 fuselage while maintaining proper balance and weight distribution, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 meters to the fuselage, bringing the overall length to 10.192 meters versus the 9.10 meters of the late war A-9 series. The tail lengthening was accomplished with a simple added fuselage section, spliced in-between the complete tail unit's front mating line and the extreme rear of the fuselage. Furthermore, the move to an inline engine required more components to be factored into the design, most significantly the need for coolant radiators (radial engines are air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an annular radiator (i.e. the radiator was shaped like a doughnut instead of the usual rectangle) installed at the front of the engine, similar to the configuration used in the Jumo powered versions of the Junkers Ju 88, which gave the appearance that the D-9 was still a radial engine-powered aircraft.
As it was used in the anti-fighter role, armament in the "D" was generally lighter compared to that of the earlier aircraft - usually the outer wing cannon were dropped so that the armament consisted of two 13 mm MG 131 machine guns and two 20 mm MG 151/20E wing root cannon. What little it lost in roll rate, it gained in turn rate, climb, dive and horizontal speed. The Dora still featured the same wing as the A-8, however, and was capable of carrying outer wing cannons as well, as demonstrated by the D-11 variant, with a three-stage supercharger and four wing cannon (two MG 151s and two MK 108s).
As stated before, pilots worried that the new Fw 190 would be a clumsy mix-and-match patchwork of designs and equipment. However, when they first flew the Dora-9, they were impressed. Sporting excellent handling and performance characteristics, it became very clear that the Dora-9 was nearly the perfect response to the Luftwaffe's need for a high-altitude, high-speed interceptor. When flown by capable pilots, the Fw 190 D proved to be a match for P-51s and Mk XIV Spitfires. In most World War II pilot circles the Dora-9 and the similar Ta 152 were considered the pinnacle of German prop-driven aircraft.
Some Fw 190 Ds served as fighter cover for Me 262 airfields as the jet fighters were very vulnerable on takeoff and landing. These special units were known as "Platzsicherungstaffel", and had the entire aircraft underside painted in red and white or sometimes black and white stripes. This unique color scheme served to help anti-aircraft artillery protecting the airfields identify friendly aircraft. The best known of these covering squadrons guarded the airfield of JV 44, operational late in the war, from about March 1945 to May 1945.
Attack versions
While nearly all variants of the Fw 190 could carry bombs and other air-to-ground ordnance, there were two dedicated attack versions of the Fw 190. The Luftwaffe was looking for aircraft to replace the Hs 123 biplane, which were seriously outmatched in 1942, as well as the slow and heavy Ju 87. Two versions of the Fw 190 rose to the occasion to supply what the Luftwaffe and RLM were looking for
Fw 190 F
The Fw 190 F was started as a Fw 190 A-0/U4. Early testing started in May 1942. This A-0 was outfitted with centerline and wing mounted ETC-50 bomb racks. The early testing was quite good, and Focke-Wulf began engineering the attack version of the Fw 190. New armor was added to the bottom of the fuselage protecting the fuel tanks and pilot, the engine cowling, and the landing gear mechanisms and outer wing mounted armament. Finally the Umrüst-Bausatze kit 3 was fitted to the plane by means of a ETC-501 or ER4 centerline mounted bomb rack and up to a SC250 bomb under each wing. This aircraft was designated the Fw 190 F-1. The first 30 Fw 190 F-1s were converted Fw 190 A-4/U3s; however, Focke-Wulf quickly began assembling the planes on the line as Fw 190 F-1s as their own model. The Fw 190 F-2s were converted Fw 190 A-5/U3s, which again were soon assembled as Fw 190 F-2s, not refitted A-5s. There were about 270 Fw 190 F-2s built.
The Fw 190 F-3 was based on the Fw 190 A-5/U17, which was outfitted with a centerline-mounted ETC-501 bomb rack, and two double ETC-50 bomb racks under each wing. 432 Fw 190 F-3s were built.
Due to issues creating an effective strafing Fw 190 F able to take out the Russian T-34 tank, the F-4 through F-7 models were abandoned, and all attempts focused on conversion of the Fw 190 A-8.
The Fw 190 F-8 differed from the A-8 model with a slightly modified injector on the compressor which allowed for increased performance at lower altitudes for several minutes. The F-8 was also outfitted with the improved FuG 16ZS radio unit which provided much better communication with ground combat units. Armament on the Fw 190 F-8 was two MG 151/20 20 mm cannon in the wing roots and two MG 131 machine guns above the engine. At least 3,400 F-8 were built, probably several hundreds more in December 1944 and from February to May 1944
Dozens of F-8s served as various test beds for anti-tank armament, including the WGr.28 280 mm ground-to-ground missile, 88 mm Panzerschreck 2 rockets, Panzerblitz 1 and R4M rockets.
There were also several Umrüst-Bausätze kits developed for the F-8, which included:
The U1 long range Jabo, outfitted with underwing V.Mtt-Schloβ shackles to hold two 300-liter fuel tanks. ETC-503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC250 bomb under each wing and two SC250 bombs on the centerline.
The U2 torpedo bomber, outfitted with an ETC-503 bomb rack under each wing and a centerline-mounted ETC-504. The U2 was also equipped with the TSA 2A weapons sighting system that improved the U2's ability to attack seaborne targets.
The U3 heavy torpedo bomber was outfitted with an ETC-502, which allowed it to carry one BT-1400 heavy torpedo. Due to the size of the torpedo, the U3's tail gear needed to be lengthened. The U3 also was fitted with the 2000-hp BMW 801S engine, and the tail from the Ta-152.
The U4, created as a night fighter, was equipped with flame dampers on the exhaust and various electrical systems such as the FuG 101 radio altimeter, the PKS 12 automatic pilot, and the TSA 2A sighting system. Weapons fitted ranged from torpedoes to bombs; however, the U4 was outfitted only with two MG 151/20 cannon as fixed armament.
The Fw 190 F-9 was based on the Fw 190 A-9 but with the new Ta-152 tail unit, a new bulged canopy as fitted to late-build A-9s, and four ETC-50 or ETC-70 bomb racks under the wings. 147 F-9 were built in January 1945, probably several hundreds more in December 1944 and from February- May 1945.
Fw 190 G
The Fw 190 G was built as a long range attack aircraft (Jabo-Rei, or Jagdbomber mit vergrösserter Reichweite). Following the success of the Fw 190 F as a Schlachtflugzeug (close support aircraft), both the Luftwaffe and Focke-Wulf began investigating ways of extending the range of the Fw 190 F. From these needs and tests, the Fw 190 G was born.
There were four distinct versions of the Fw 190 G: The Fw 190 G-1: The first Fw 190Gs were based off of the Fw 190 A-4/U8 jabo-rei's. Initial testing found that if all but two wing root mounted MG151 cannons (with reduced ammo load) were removed, the Fw 190 G-1 as it was now called, could carry a 250 kg or 500 kg bomb on the center line and, via an ETC 250 rack, up to a 250 kg bomb under each wing. Typically the G-1s flew with underwing fuel tanks, fitted via the VTr-Ju 87 rack. The FuG 25a IFF (identification friend/foe) was fitted on occasion as well as one of the various radio direction finders available at the time. With the removal of the fuselage mounted MG 17s, an additional oil tank was added to support the BMW 801 D-2 engine's longer run times.
The Fw 190 G-2: The G-2 was based on the Fw 190A-5/U8 aircraft. The G-2s were similarly equipped to the G-1s, however due to wartime conditions, the underwing drop tank racks were replaced with the much simpler V.Mtt-Schloß fittings, to allow for a number of underwing configurations. Some G-2s were also fitted with the additional oil tank in place of the MG 17s, however not all were outfitted with the oil tank. Some G-2s were fitted with exhaust dampers and landing lights in the left wing leading edge for night operations.
The Fw 190 G-3: The G-3 was based on Fw 190 A-6. Like the earlier G models, all but the two wing root mounted MG 151 cannons were removed. The new V.Fw. Trg bombracks however, allowed the G-3 to simultaneously carry fuel tanks and bomb loads. Because of the range added by two additional fuel tanks, the G-3's duration increased to two hours, 30 minutes. Due to this extra flight duration, a PKS 11 autopilot was fitted. Some G-3s built in late 1943 were also fitted with the a modified 801 D-2 engine which allowed for increased low-altitude performance for short periods of time. The G-3 had two primary Rüstsätze kits. The R1 replaced the V.Fw. Trg racks with WB 151/20 cannon pods. This gave the G-3/R1 a total of 6 20 mm cannons. When fitted with the R1 kit, the G model's addition armor was typically not used, and the PKS11 removed. The G-3/R1 was used in both ground strafing and anti-bomber roles. The R5 was similar to the R1, but the V.Fw. Trg racks were removed, and two ETC 50 racks per wing were added. As with the R1, the additional armor from the base G model were removed, as was the additional oil tank. In some instances, the fuselage mounted MG 17s were refitted.
The Fw 190 G-8: The G-8 was based on the FW 190A-8. The G-8 used the same "bubble" canopy of the F-8, and was fitted with underwing ETC 503 racks that could carry either bombs or drop tanks. Two primary Rüstsätze kits were also seen on the F-8. The R4, which was a planned refit for the GM1 engine boost system, but never made it into production, and the R5 which replaced the ETC 503's with two ETC 50 or 71 racks. Due to the similarities with the F-8, the G-8 was only in production for a short amount of time.
Some Gs were field modified to carry 1000 kg, 1600 kg and 1800 kg bombs. When this was done the landing gear was slightly improved by enhancing the oleo struts and using reinforced tires.
Approximately 800 FW 190Gs were built in all variants. Due to war conditions, the manufacturing environment and the use of special workshops during the later years of the war, the accurate number of G models built is next to impossible to determine. Several commonly quoted numbers are well inflated for propaganda purposes (even within the Luftwaffe itself) as well as, by this time, use of "composite" aircraft, that is, wings from a fuselage damaged plane, and the fuselage from a wing damaged plane were often reassembled and listed as a Fw190G with a new serial number. The Fw190G-1 currently at the National Air and Space Museum is one of these "composite" planes, built from the fuselage of a Fw190A-7
The Fw 190 D (nicknamed the Dora-9 "Dora-Neun"; or Long-Nose Dora, "Langnasen-Dora") was introduced for one primary reason: high altitude performance. While previous versions of the Fw 190 were very effective at low and medium altitudes, they lacked performance at the higher altitudes at which the American heavy bombers (such as the B-17 Flying Fortress) and accompanying Allied escort fighters operated.
Two previous Fw 190 development platforms attempted to solve these performance issues. Both the Fw 190 B and C airframe series were developed to tackle this issue, and all attempts to do so had failed for various reasons, including and not limited to high performance superchargers and turbo systems, reliable cockpit pressurization systems, poor material availability and the war demand itself.
The Fw 190 D began development in 1942 at the same time as the B and C variants. However, starting in 1941, Kurt Tank saw a need for the move to an inline engine when the Spitfire and soon the P-51 Mustang began flying over Western Europe. Tank knew the move to an inline engine could help the Fw 190 in its altitude performance.
In October 1942, the first mock-up Fw 190 D was built with a Jumo 213 A engine installed. Tank had always preferred the DB 600 series engines, especially the DB 603, but they were in short supply due to the requirements of Bf 109 and Bf 110 production; thus Tank had to make do with what was available, which was the then-new, Jumo 213. The liquid-cooled 1,750 PS (1,726 hp, 1,287 kW) Jumo 213 A could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency power with MW-50 injection.
As with the B and C variants, attempts to pressurize the cockpit failed, and resulted in the Fw 190 D undergoing some rather major redesigns, and leading to the cancellation of both the D-1 and D-2 models.
The first Dora to make it into volume production was the unpressurized Fw 190D-9 model.
Due to the multiple attempts to create an effective next generation 190, as well as the comments of some Luftwaffe pilots, expectations of the Dora project were low. These impressions were not helped by the fact that Tank made it very clear that he intended the D-9 to be a stop-gap until the Ta 152 arrived. These negative opinions existed for some time until pilot feedback began arriving at FW and the Luftwaffe command structure.
In order to fit the new engine in the Fw 190 fuselage while maintaining proper balance and weight distribution, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 meters to the fuselage, bringing the overall length to 10.192 meters versus the 9.10 meters of the late war A-9 series. The tail lengthening was accomplished with a simple added fuselage section, spliced in-between the complete tail unit's front mating line and the extreme rear of the fuselage. Furthermore, the move to an inline engine required more components to be factored into the design, most significantly the need for coolant radiators (radial engines are air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an annular radiator (i.e. the radiator was shaped like a doughnut instead of the usual rectangle) installed at the front of the engine, similar to the configuration used in the Jumo powered versions of the Junkers Ju 88, which gave the appearance that the D-9 was still a radial engine-powered aircraft.
As it was used in the anti-fighter role, armament in the "D" was generally lighter compared to that of the earlier aircraft - usually the outer wing cannon were dropped so that the armament consisted of two 13 mm MG 131 machine guns and two 20 mm MG 151/20E wing root cannon. What little it lost in roll rate, it gained in turn rate, climb, dive and horizontal speed. The Dora still featured the same wing as the A-8, however, and was capable of carrying outer wing cannons as well, as demonstrated by the D-11 variant, with a three-stage supercharger and four wing cannon (two MG 151s and two MK 108s).
As stated before, pilots worried that the new Fw 190 would be a clumsy mix-and-match patchwork of designs and equipment. However, when they first flew the Dora-9, they were impressed. Sporting excellent handling and performance characteristics, it became very clear that the Dora-9 was nearly the perfect response to the Luftwaffe's need for a high-altitude, high-speed interceptor. When flown by capable pilots, the Fw 190 D proved to be a match for P-51s and Mk XIV Spitfires. In most World War II pilot circles the Dora-9 and the similar Ta 152 were considered the pinnacle of German prop-driven aircraft.
Some Fw 190 Ds served as fighter cover for Me 262 airfields as the jet fighters were very vulnerable on takeoff and landing. These special units were known as "Platzsicherungstaffel", and had the entire aircraft underside painted in red and white or sometimes black and white stripes. This unique color scheme served to help anti-aircraft artillery protecting the airfields identify friendly aircraft. The best known of these covering squadrons guarded the airfield of JV 44, operational late in the war, from about March 1945 to May 1945.
Attack versions
While nearly all variants of the Fw 190 could carry bombs and other air-to-ground ordnance, there were two dedicated attack versions of the Fw 190. The Luftwaffe was looking for aircraft to replace the Hs 123 biplane, which were seriously outmatched in 1942, as well as the slow and heavy Ju 87. Two versions of the Fw 190 rose to the occasion to supply what the Luftwaffe and RLM were looking for
Fw 190 F
The Fw 190 F was started as a Fw 190 A-0/U4. Early testing started in May 1942. This A-0 was outfitted with centerline and wing mounted ETC-50 bomb racks. The early testing was quite good, and Focke-Wulf began engineering the attack version of the Fw 190. New armor was added to the bottom of the fuselage protecting the fuel tanks and pilot, the engine cowling, and the landing gear mechanisms and outer wing mounted armament. Finally the Umrüst-Bausatze kit 3 was fitted to the plane by means of a ETC-501 or ER4 centerline mounted bomb rack and up to a SC250 bomb under each wing. This aircraft was designated the Fw 190 F-1. The first 30 Fw 190 F-1s were converted Fw 190 A-4/U3s; however, Focke-Wulf quickly began assembling the planes on the line as Fw 190 F-1s as their own model. The Fw 190 F-2s were converted Fw 190 A-5/U3s, which again were soon assembled as Fw 190 F-2s, not refitted A-5s. There were about 270 Fw 190 F-2s built.
The Fw 190 F-3 was based on the Fw 190 A-5/U17, which was outfitted with a centerline-mounted ETC-501 bomb rack, and two double ETC-50 bomb racks under each wing. 432 Fw 190 F-3s were built.
Due to issues creating an effective strafing Fw 190 F able to take out the Russian T-34 tank, the F-4 through F-7 models were abandoned, and all attempts focused on conversion of the Fw 190 A-8.
The Fw 190 F-8 differed from the A-8 model with a slightly modified injector on the compressor which allowed for increased performance at lower altitudes for several minutes. The F-8 was also outfitted with the improved FuG 16ZS radio unit which provided much better communication with ground combat units. Armament on the Fw 190 F-8 was two MG 151/20 20 mm cannon in the wing roots and two MG 131 machine guns above the engine. At least 3,400 F-8 were built, probably several hundreds more in December 1944 and from February to May 1944
Dozens of F-8s served as various test beds for anti-tank armament, including the WGr.28 280 mm ground-to-ground missile, 88 mm Panzerschreck 2 rockets, Panzerblitz 1 and R4M rockets.
There were also several Umrüst-Bausätze kits developed for the F-8, which included:
The U1 long range Jabo, outfitted with underwing V.Mtt-Schloβ shackles to hold two 300-liter fuel tanks. ETC-503 bomb racks were also fitted, allowing the Fw 190 F-8/U1 to carry one SC250 bomb under each wing and two SC250 bombs on the centerline.
The U2 torpedo bomber, outfitted with an ETC-503 bomb rack under each wing and a centerline-mounted ETC-504. The U2 was also equipped with the TSA 2A weapons sighting system that improved the U2's ability to attack seaborne targets.
The U3 heavy torpedo bomber was outfitted with an ETC-502, which allowed it to carry one BT-1400 heavy torpedo. Due to the size of the torpedo, the U3's tail gear needed to be lengthened. The U3 also was fitted with the 2000-hp BMW 801S engine, and the tail from the Ta-152.
The U4, created as a night fighter, was equipped with flame dampers on the exhaust and various electrical systems such as the FuG 101 radio altimeter, the PKS 12 automatic pilot, and the TSA 2A sighting system. Weapons fitted ranged from torpedoes to bombs; however, the U4 was outfitted only with two MG 151/20 cannon as fixed armament.
The Fw 190 F-9 was based on the Fw 190 A-9 but with the new Ta-152 tail unit, a new bulged canopy as fitted to late-build A-9s, and four ETC-50 or ETC-70 bomb racks under the wings. 147 F-9 were built in January 1945, probably several hundreds more in December 1944 and from February- May 1945.
Fw 190 G
The Fw 190 G was built as a long range attack aircraft (Jabo-Rei, or Jagdbomber mit vergrösserter Reichweite). Following the success of the Fw 190 F as a Schlachtflugzeug (close support aircraft), both the Luftwaffe and Focke-Wulf began investigating ways of extending the range of the Fw 190 F. From these needs and tests, the Fw 190 G was born.
There were four distinct versions of the Fw 190 G: The Fw 190 G-1: The first Fw 190Gs were based off of the Fw 190 A-4/U8 jabo-rei's. Initial testing found that if all but two wing root mounted MG151 cannons (with reduced ammo load) were removed, the Fw 190 G-1 as it was now called, could carry a 250 kg or 500 kg bomb on the center line and, via an ETC 250 rack, up to a 250 kg bomb under each wing. Typically the G-1s flew with underwing fuel tanks, fitted via the VTr-Ju 87 rack. The FuG 25a IFF (identification friend/foe) was fitted on occasion as well as one of the various radio direction finders available at the time. With the removal of the fuselage mounted MG 17s, an additional oil tank was added to support the BMW 801 D-2 engine's longer run times.
The Fw 190 G-2: The G-2 was based on the Fw 190A-5/U8 aircraft. The G-2s were similarly equipped to the G-1s, however due to wartime conditions, the underwing drop tank racks were replaced with the much simpler V.Mtt-Schloß fittings, to allow for a number of underwing configurations. Some G-2s were also fitted with the additional oil tank in place of the MG 17s, however not all were outfitted with the oil tank. Some G-2s were fitted with exhaust dampers and landing lights in the left wing leading edge for night operations.
The Fw 190 G-3: The G-3 was based on Fw 190 A-6. Like the earlier G models, all but the two wing root mounted MG 151 cannons were removed. The new V.Fw. Trg bombracks however, allowed the G-3 to simultaneously carry fuel tanks and bomb loads. Because of the range added by two additional fuel tanks, the G-3's duration increased to two hours, 30 minutes. Due to this extra flight duration, a PKS 11 autopilot was fitted. Some G-3s built in late 1943 were also fitted with the a modified 801 D-2 engine which allowed for increased low-altitude performance for short periods of time. The G-3 had two primary Rüstsätze kits. The R1 replaced the V.Fw. Trg racks with WB 151/20 cannon pods. This gave the G-3/R1 a total of 6 20 mm cannons. When fitted with the R1 kit, the G model's addition armor was typically not used, and the PKS11 removed. The G-3/R1 was used in both ground strafing and anti-bomber roles. The R5 was similar to the R1, but the V.Fw. Trg racks were removed, and two ETC 50 racks per wing were added. As with the R1, the additional armor from the base G model were removed, as was the additional oil tank. In some instances, the fuselage mounted MG 17s were refitted.
The Fw 190 G-8: The G-8 was based on the FW 190A-8. The G-8 used the same "bubble" canopy of the F-8, and was fitted with underwing ETC 503 racks that could carry either bombs or drop tanks. Two primary Rüstsätze kits were also seen on the F-8. The R4, which was a planned refit for the GM1 engine boost system, but never made it into production, and the R5 which replaced the ETC 503's with two ETC 50 or 71 racks. Due to the similarities with the F-8, the G-8 was only in production for a short amount of time.
Some Gs were field modified to carry 1000 kg, 1600 kg and 1800 kg bombs. When this was done the landing gear was slightly improved by enhancing the oleo struts and using reinforced tires.
Approximately 800 FW 190Gs were built in all variants. Due to war conditions, the manufacturing environment and the use of special workshops during the later years of the war, the accurate number of G models built is next to impossible to determine. Several commonly quoted numbers are well inflated for propaganda purposes (even within the Luftwaffe itself) as well as, by this time, use of "composite" aircraft, that is, wings from a fuselage damaged plane, and the fuselage from a wing damaged plane were often reassembled and listed as a Fw190G with a new serial number. The Fw190G-1 currently at the National Air and Space Museum is one of these "composite" planes, built from the fuselage of a Fw190A-7
