The E I was soon superseded by the generally similar E II with the 75-kW (100-hp) U.I rotary for improved performance and then by the definitive E III with detail modifications. The final attempt to wring extra capability out of the basic design was the overweight E IV with two guns and the 119-kW (160-hp) U.lll rotary. Total E-series production was about 300 aircraft including 258 E.III.
The E.I and E.II were built in both armed and unarmed versions, and mainly used for training, before the armed versions were re-engined with a 74.6 kW / 100 hp Oberursel rotary and re-designated E.III. They also had lengthened wings, could carry more fuel and had greater ammunition capacity.
E.III converted from an E.I
One E.III was part of trials of an early stealth experiment. The fabric covering was replaced with a transparent Cellon material, allowing all the internal structure to be seen, but otherwise reducing the visibility of the aircraft from a distance. Although it was relatively effective camouflage, the material itself lost its tautness when wet, thus affecting the flying qualities. The Cellon, an early form of Cellophane plastic, would also tear severely following minor damage, and so it was not used in service.
Of the 309 Fokker Eindeckers produced, only a single E.III survived. Captured by the RFC in April 1916, it hung for many years without covering in the Science Museum in London.
The E I was soon superseded by the generally similar E II with the 75-kW (100-hp) U.I rotary for improved performance. The E.II was slightly longer and heavier, even though it had shorter wings.
Early Fokker E.II – originally equipped with a 7 cylinder 80 hp Oberursel U.0 – later refitted with a 100 hp Oberursel U.I. On the early E.II, the upper longeron is straight, and the standard production E.II had an auxiliary longeron to support the larger diameter cowling ring and cowling needed for the 9 cylinder 100 hp U.I engine.
The E.I and E.II were built in both armed and unarmed versions, and mainly used for training, before the armed versions were re-engined with a 74.6 kW / 100 hp Oberursel rotary and re-designated E.III. They also had lengthened wings, could carry more fuel and had greater ammunition capacity.
Number Built: 59
Engine: Oberursel U.I rotary, 75-kW (100-hp) Wing Span: 8.95 m Length: 6.75 m Height: 9 ft 1¾ in / 2.4 m Max Speed: 130 km/h Ceiling: 3,000 m Endurance: 1½ hours Crew: 1 Armament: 1 Spandau machine gun, 7.92 mm
Fokker built 30 to 40 M.8 (A.1) trainer aircraft and artillery spotter of September 1914. Halberstadt later built them under license as the Halberstadt A.2.
Fokker received his first wartime order for the M.7. The first large order came from Austria, and was for a dozen M.7 scouts. About 20 were built, the first being completed in Jan¬uary 1915.
In May 1914 Fokker produced a light, maneuverable aeroplane, the M.5. It was designed by Kreutzer and based on a French Morane Saulnier type H which Fokker had bought second hand. Fokker adapted an untested patent design by Franz Schneider of the LVG company dating from 1913 that interrupted the stream of bullets as the propeller blade passed in front of a machine-gun muzzle to work with a standard Parabellum 08/14 7.02mm weapon.
The Eindecker (monoplane) was a version of the M.5k general-purpose aeroplane fitted with a forward-firing machine-gun and interrupter gear to prevent bullets from hitting propeller blade(s). The inspiration for this otherwise combat aeroplane was Roland Garros’s Morane-Saulnier Type L, which came down behind the German lines on 19 April 1915 and was then found to be fitted with a gun and steel deflector plates. The High Command ordered 30 as the Fokker E.I, with the 60-kW (80-hp) Oberursel U.0 rotary, and was the world’s first true fighter. Deliveries were from June 1915.
M.5K/MG. The K means Kurz = (short wing) and MG means Maschinengewehr (machine gun).
The Fokker E.I was a mid-wing monoplane with externally braced wings and a tapered box-section fuselage. There was no rudder or elevator as such, the entire fin and tailplane being moveable surfaces. There were no ailerons, lateral control being effected by wing warping. External cables that ran through a king post in front of the cockpit moved the controls. The basic structure was steel, but there was no armour protection for the pilot or fuel tanks. Power came from a 59.7 kW / 80 hp nine-cylinder Oberurel rotary engine.
E.I (the later designation the M. 5K/MG). E.I means Eindecker (monoplane) number one. The M.5K/MG, or E.I had an 80 hp. Oberursel engine and was armed with an LMG 08 machine gun. Span 8.95m, the length 6.75m, height 2.88m. Maximum speed 130 kph.
M.5L L means Lang = (long wing).
Some of the first E.Is were issued in ones and twos to various frontline units and flown by experienced pilots. The first to score in an Eindekker was Lt. Kurt Wintgens. His first confirm victim was a Voison downed on 15 July 1915.
Two other early recipients were Max Immelman and Oswald Boelcke of Feldflieger Abteilung 67. On August 1st, 1915 Lieutenant Max Immelmann achieved his first air combat victory flying a Fokker M.5K/MG, and was followed 18 days later by Boelcke. At the end of October Immelmann and Boelcke gained their fifth and sixth victories respectively.
A total of 54 E.Is was produced for the German army, navy and the Austro-Hungarian army by June 1916. The E I was soon superseded by the generally similar E II. The E.I and E.II were built in both armed and unarmed versions, and mainly used for training, before the armed versions were re-engined with a 74.6 kW / 100 hp Oberursel rotary and re-designated E.III.
Engine: Oberursel U.0 rotary, 60-kW (80-hp) Wing Span: 8.95 m Length: 6.75 m Height: 9 ft 1¾ in / 2.4 m Empty Weight: / 358 kg Gross Weight: 563 kg Max Speed: 130 km/h Ceiling: 3,000 m Endurance: 1½ hours Crew: 1 Armament: 1 Spandau machine gun, 7.92 mm
The Fw 200 Condor flew on 3 July 1937 in the form of the first prototype for a 26-passenger long-range airliner.
In 1938 the Fw200 first flew across the north Atlantic to New York, and to Tokyo later that year, but World War II prevented the establishment of proper schedules.
In 1938 the type confirmed its potential by capturing several world records, and about 10 airlin¬ers had been delivered to Brazilian, Det Danske Luftfartselskab Danish and German airlines before the outbreak of the Second World War. A few VIP transports had also been delivered. The B version powered by four 648kW BMW 132H engines. With the outbreak of World War II, Luft-Hansa’s Condors were impressed into the Luftwaffe as transports, while a small number being built for the Japanese Army (including a maritime reconnaissance conversion) were also taken over.
Thereafter, development was concentrated on the Fw 200C maritime version, starting with a small number of pre-production aircraft of basically commercial type. In this role the Condor’s long range was decisive, but there were constant problems with the integrity of the military version’s fuselage, which had a tendency to break in heavy landings. The Fw 200C-1 introduced the long bomb-bay gondola beneath the fuselage, slightly offset to starboard. This contained a bomb aimer’s position at the forward end and gun positions at both the forward and aft ends. The guns were placed on hemispherical mountings with restricted movement. Total defensive armament comprised, according to sub-variant, one 7.9mm machine-gun, 15mm or 20mm cannon in a power-operated turret above the pilot’s cabin, one 13mm machine-gun in an aft dorsal position, two-four 7.92mm machine-guns for lateral fire, one 20mm cannon in the nose of the gondola and one 7.92mm or 13mm machine-gun or 20mm cannon in the tail of the gondola. Power was provided by four BMW 132H-1 engines in the Fw 200C-1 and C-2 versions and 700kW Bramo Fafnir 323R-2s in the C-3 and later aircraft. Operated in small numbers against allied shipping during 1940, as well as for maritime reconnaissance and mine-laying duties, and from 1941 until the summer of 1944 it was used extensively against convoys and for U-boat cooperation. However, as early as 1943 purpose-designed maritime reconnaissance aircraft began replacing the Condor, whose activities had been curtailed by the introduction of Allied CAM merchant ships carrying expendable Hurricane fighters, long-range Beaufighters and Liberators.
On Saturday 26 October 1940, a Focke-Wulf Fw-200 Condor took off under the command of 1st Lt. Burkhardt, second pilot, NCO Dörschel, flight mechanic; NCO Iwang; 1st radio operator; Airman 2nd Class Mix, 2nd radio operator; Dr Habich, meteorologist, on an armed reconnaissance and weather scouting mission over northwest Ireland. During this flight a large vessel with 3 smokestacks was sighted west of Ireland. Despite powerful anti-aircraft activity which inflicted serious hits on the attacking aircraft after its first assault, the German plane inflicted 2 severe hits on the ship in a total of 4 daring low-level attacks. As the plane was flying away, the ship showed a slight list and was burning along the whole length. Mission ‘weather reconnaissance’ was carried out at the conclusion of this success. The assaulted ship burned for 24 hours and the following day its wreck was sunk by a U-boat. The vessel was the passenger steamer ‘Empress of Britain’, which at 42,000 tons was the tenth largest ship in the international merchant fleet and did service as a troop transport vessel.
Some Condors were equipped to carry the Hs 293 anti-shipping missile under the outer engines. Otherwise they carried up to 2100kg of bombs.
Total production was 276 aircraft. Principal versions – Fw 200A (pre-production airliner), Fw 200B (production airliner with 850- hp/634-kW BMW 132 radials), Fw 200C-0 (pre-production military model), Fw 200C-1 (production type with 3,757-lb/1,750-kg bombload), Fw 200C-2 (improved C-1 with revised nacelles and underwing bomb racks), Fw 200C-3 (first major version with BMW Bramo 323 Fafnir radials and different armament in several subvariants), Fw 200C-4 (definitive production model with search radar), Fw 200C-6 (model with two Henschel Hs 293 anti-ship missiles), and Fw 200C-8 (revised missile-carrier).
Interest by the Japanese Army in the bomber version of the Fw-200 followed a visit to Japan in 1938. The Fw-200K Kurier version was originally intended for Japan and the allied code ‘Trudy’ was allocated. No deliveries were made.
Focke Wulf FW 200 A Condor Engines: 4 x BMW 132 G, 710 hp Length: 78.248 ft / 23.85 m Height: 19.685 ft / 6.0 m Wingspan: 107.743 ft /32.84 m Wing area: 1270.152 sqft / 118.0 sq.m Max take off weight: 37485.0 lb / 17000.0 kg Weight empty: 24089.6 lb / 10925.0 kg Max. speed: 202 kts / 375 km/h Landing speed: 58 kts / 107 km/h Cruising speed: 181 kts / 335 km/h Initial climb rate: 1377.95 ft/min / 7.00 m/s Service ceiling: 24606 ft / 7500 m Wing load: 29.52 lb/sq.ft / 144.00 kg/sq.m Range: 956 nm / 1770 km Crew: 4 + 26
Fw 200C-3/U4 Engines: 4 x Bramo 323R, 895kw Max take-off weight: 24520 kg / 54058 lb Empty weight: 17005 kg / 37490 lb Wingspan: 32.85 m / 107 ft 9 in Length: 23.45 m / 76 ft 11 in Height: 3.3 m / 10 ft 10 in Wing area: 119.85 sq.m / 1290.05 sq ft Max. speed: 360 km/h / 224 mph Cruise speed: 335 km/h / 208 mph Ceiling: 6000 m / 19700 ft Range: 3560 km / 2212 miles Armament: 4 x 13mm machine-guns, 1 x 20mm cannon, 4 x 250kg bombs
Fw 200C-8 Condor Engines: 4 x 1,200-hp (895-kW) BMW Bramo 323R-2 Fafnir Maximum speed 224 mph (360 kph) at 15,750 ft (4,800 m) Service ceiling 19,030 ft (5,800 m) Range 2,175 miles (3,500 km) Emptyweight 29,367 lb (12,950 kg) Maximum take-off wieght 50,044 lb (22,700 kg) Wing span 109 ft 1 in (33.25 m) Length 78 ft 3 in (23.85 m) Height 20 ft 4 in (6.20 m) Wing area 1,270.2 sq ft (118.00 sq.m). Armament: one 20-mm cannon, four 13.1-mm (0.52-in) machine guns, and one 7.92-mm (0.312-in) machine gun in nose, dorsal, beam and ventral positions, and two HS 293A missiles.
Inspired by the RAF’s de Havilland Mosquito, Kurt Tank created the Ta-154 in response to an urgent requirement for a night-fighter to protect Germany from the RAF’s bombers. The Ta-154 was a heavily armed two-seat, twin-engined aircraft made largely of wood. The Ta 154V 1a 1st prototype TE+FE, Wn 100001 first flew on 01/07/1943, piloted by Sander, at Langenhagen, and on 07/07/1943, piloted by Kurt Tank at Langenhagen. Modifications to the engines changed them from Junkers Jumo 211F to 211N. Flight number 47 took place on 31/07/1943. On 05/08/1944 TE+FE suffered total destruction from air attack. The single seat V1 was not armed and tested general flight characteristics. The Ta 154V2 – Ta 154A-1/R1, first flown on 10/09/1943 by Sander or Melhorm at Langenhagen, was to test endurance, radiators and flash-concealers. Equipped with the FuG 212 and MG 81Z armament and powered by Junkers Jumo 211F and NR with water-methanol injection, Wn 100002, TE+FF was totally destroyed by air attack on 05/08/1944. Ta154V3- Ta 154A-0/U1 Wn 100003, TE+FG, was first flown on 25/11/1943 by Bartsch at Langenhagen. On 10/01/1944 it was received at Rechlin. On 20/01/1944 it made a belly landing at Sorau, and had another accident on 12/04/1944. In August 1944 it was totally destroyed by air attack. A FuG 212C-1 then C-2 were installed and power wasJunkers Jumo 211F & Junker Jumo 211N. Four MG15/20 guns were fitted. Ta 154 V4 Wn 100004, TE+FH, first flew on 10/01/1944 and was destroyed crash landing on 25/08/1944. Ta 154 V5 – Ta 154A-4 Wn 100005, TE+FI was first flown on 25/02/1944, by Bartsch at Langenhagen, and delivered to Tranewitz for armement tests on 10/03/1944. Engine failure occurred on 07/04/1944. It was moved to Detmold for modification as a night fighter on 14/08/1944. The engines were Junkers Jumo 211N then Junkers Jumo 213. Ta 154V6 – Ta 154A-4 was first flown on 18/03/1944, by Bartsch at Langehagen. From the 10/06/1944 to the 22/06/1944 it was tested at Rechlin. From 27/06/944 it was transformation into a night fighter at Detmold with 2 Junkers Jumo 213. Engines were Junkers Jumo 211N then 213A. The navigation indicator was a K 12.Wn 100006, TE+FJ. Ta 154V6 – Ta 154A-4 Wn 100006, TE+FJ, was first flown on 18/03/1944, by Bartsch at Langehagen. From 10/06/1944 to 22/06/1944 tests were at Rechlin. On 27/06/944 it was transformation into a night fighter at Detmold with 2 Junkers Jumo 213. Junkers Jumo 211N then 213A were fitted. Course indicator – K 12. Ta 154V7 Wn 100007, TF+FK, was first flown on 25/03/1944 and on 09/04/1944 damaged by air attack. 2 engine Junkers Jumo 211N with VS 11 props. Ta 154V8 TF+FL first flew 08/04/1944 piloted by Sander, for tests of engines and performances. On 06/08/1944 it was destroyed after an engine fire and belly landing crewed by Otto/Rettig. Engines were Junkers Jumo 213A, and props VS 9. The Ta 154V9 Wn 100009, TF+FM, was first flown 18/04/1944. Suffered an accident flown by Bartisch with Meyer as observer. The engines were Junkers Jumo 211N, and props VS 11. Ta 154V10 Wn 1000010, TE+FN, first flew on 04/06/1944 at Langenhagen. 15/07/1944 was its last known flight. The engines were initially Junkers Jumo 213 with VS-8 props, the Junkers Jumo 213A-1, with VS-111 props. Ta 154V11 Wn 1000011 was destined for static tests of series A. Ta 154V12: Wn 1000012. Ta 154V13: Wn 1000013. Ta 154V14: Static test for the C series. Wn 1000014. Ta 154V 15 – Ta 154A 2 was the prototype of the A-2, first flown on 06/04/1944, powered by Junkers Jumo 211R. Wn 1000015. Ta 154V 16 Wn 1000016 first flew on 20/04/1944, powered by Junkers Jumo 211R engines. Ta 154V 17 Wn 1000017 in 1944 was in the process of assembly at Erfurt but not completed. Ta 154V 18 Wn 1000018 flew on 29/04/1944 with two engines Junker Jumo 211R engines. Ta 154V 19 Wn 1000019 first flew on 01/07/1944, powered by two Junkers Jumo 211R. Ta 154V 20 – Ta 154C1 Wn 120105 (0035) was the prototype for the Ta 154 C-1, but it was not completed when captured on 01/07/1944. Ta 154V 21 – Ta 154C-2/3 Wn 120106 (0036), prototype for the Ta 154 C-2 then C-3, was not completed. Ta 154V 22: 1st flown on 12/06/1944 by Sander at Langenhagen.
Unfortunately, the RAF reached the factory producing the specialized glue first and the production aircraft were assembled using a cheaper alternative. Three aircraft soon disintegrated in flight and production was stopped while a solution was sought. Hermann Goering, who knew little about the programme, accused Tank of sabotage, and an unrelated crash saw cancellation of the whole programme in August 1944. A plan to use some of the completed aircraft packed with explosives to blow up US bomber formations did not proceed.
Ta 154V 1 TE+FE Wn 100001 Engines: Junkers Jumo 211F, later 211N. Seats: 1
Ta 154V2 – Ta 154A-1/R1 TE+FF Wn 100002 Engines: Junkers Jumo 211F and NR with water-methanol injection Armament: MG 81Z
Ta154V3- Ta 154A-0/U1 Wn 100003, TE+FG Engines: Junkers Jumo 211F & Junker Jumo 211N. Armament: Four MG15/20guns.
Ta 154 V4 Wn 100004, TE+FH
Ta 154 V5 – Ta 154A-4 Wn 100005, TE+FI Engines: Junkers Jumo 211N / Junker Jumo 213
Ta 154V7 Wn 100007, TF+FK Engines: Junkers Jumo 211N Props VS 11.
Ta 154V8 Wn 100008, TF+FL Engines: Junkers Jumo 213A Props: VS 9.
Ta 154V9 Wn 100009, TF+FM Engines: Junkers Jumo 211N Props: VS 11.
Ta 154 V10 Wn 1000010, TE+FN Engines: Junkers Jumo 213, later Junkers Jumo 213A-1 Props: VS-8, later VS-111
Ta 154V 15 – Ta 154A 2 Wn 1000015 Engines; Junkers Jumo 211R.
Ta 154V 16 Wn 1000016 Engines: Junkers Jumo 211R
Ta 154V 18 Wn 1000018 Engines: Junker Jumo 211R
Ta 154V 19 Wn 1000019 Engines: two Junkers Jumo 211R.
Ta 154V 20 – Ta 154C1 Wn 120105 (0035)
Ta 154V 22
Engine: 2 x 1500hp Jumo 211R Max take-off weight: 8930 kg / 19687 lb Wingspan: 16.00 m / 52 ft 6 in Length: 12.10 m / 39 ft 8 in Height: 3.50 m / 11 ft 6 in Max. speed: 650 km/h / 404 mph Crew: 2
The Ta 152 was a development of the Fw 190D. Though the Ta 152 looked superficially like a Dora 9, it was actually intended to be an almost completely new design, with quite different structure and a DB 603 engine. The Ta 152A single prototype, GH+KW, first flew on 12/07/1944, but was destroyed the following day by accident.
V21/U1 (then V21/U2), V6 Werk NR 110006, V7 Werk NR 110007, and V8 Werk NR 110008), were tested between November 1944 and Febuary 1945. Later much of the original 190 structure was restored, to speed production, and the 152 was built with both the DB 603 (152C) and Jumo 213 (152H) engines. The wings of the Ta 152C being similar in planform to those of the Dora 9, while those for the Ta 152H are of the high aspect ratio, long span variety. The FW 190C prototypes went on to be modified and used as prototypes for the Ta 152 H. The Ta 152H was a high-altitude fighter, but appeared too late, and few became operational. The Ta 152s were often used to protect jet fighter bases. 215 built.
The Ta 152H-0 high-altitude version had a series of prototypes: V18/U2 (GH + KB), destroyed 08/10/1944, during its first flights; V20, Werk NR 0042, (GH + KQ), with 1 Jumo 213A; V21 Werk NR 0043; V29 W NR 0054, become the V29/U1 with cabin pressurisation; V1 W NR 11001, built in June 1944; V2 W NR 11002 in July 1944; V33/U1 W NR 0058,12/07/1944; V30/U1 W NR 0055 1 Jumo 213A (GH + KT), 06/08/1944; V3, V4 and V5; V 25 W NR 110025; Fw 190 V32/U2 with engine Jumo 213E-1. Followed up with Ta 152H-0 Werk NR 15001 – 150020, 10/1944. General armament of 3 guns, some with 5. Werk NR 15004 was the first of the R/11 with an automatic pilot.
Ta 152 V20 Engine: Junkers Jumo 213C, later, Junkers Jumo, 1750 hp, 1320 hp at 7000m, 1740 hp with GM-1
Ta 152A Engine: Junkers Jumo 213C, 1780 hp at SL, 1600 hp at 5500 m, 2200 hp with water-methanol MV 50 injection Prop: three-bladed wood Junkers VS-111 fixed pitch 3,50 m dia. Wingspan: 14,44 m Length: 10,192 m Height: 3,37 m Wingarea: 23,30 sq.m Empty weight: 3473 kg Normal takeoff weight: 4284 kg Maximum takeoff weight: 4840 kg Wing loading: 183.862 kg/sq.m Power loading: 2.4 kg/hp Vmax: 704 Kmh at 11300 m, 681 Kmh at 6500 m, 634 Kmh at 3000 m, 580 Kmh at SL Vcruise: 480 Kmh at 4000 m ROC: 2000 m in 2 min 15 sec, 10000 m in 7 min 15 sec Ceiling: 13200 m Range: 840 km Armament: 2 x MT Rheinmetall MG 131, 13 mm, 2 x Mauser MG 151/20, 20 mm, 1 x Mk 108, 30 mm
Ta 152B-4/R-1 Engine: Junkers Jumo 213E Armament: 3 x Mk 108, 30 mm Prototype.
Ta 152B-4/R-2 Engine: Junkers Jumo 213E Armament: 3 x Mk 108, 30 mm Prototype.
Ta 152B-5/R-11 Engine: Junkers Jumo 213E-1, 1750 hp, 1320 hp at 9500m, 1740 hp with MW 50 Prop: metal three-blade fixed pitch Wingspan: 11,00 m Length: 10,80 m Height: 3,38 m Weight: 5450 kg Vmax: 529 km/h at SL, 710 km/h at 9000 m, (with MW 50) Ceiling: 11600 m Range internal fuel: 1165 km Armament: 2 x Mk 103, 30 mm / 1 x Mk 108, 30 mm (80 rds) Seats: 1
Ta-152C Engine: Junkers Jumo 213C Wingspan: 36 ft 1 in Length: 35 ft 5.5 in Max speed; 463 mph at 34,000 ft Range: 745 miles Armament: 1 x 30mm cannon, 4 x 20mm cannon
Ta 152C-0 Engine: Daimler-Benz dB 603E, 1800 hp Prop: three-bladed wood Junkers VS 111 fixed pitch
V21/U1 (then V21/U2)
V6 Werk NR 110006
V7 Werk NR 110007
V8 Werk NR 110008
Ta 152C-0/R-11 Prototype V 7 CI +XM Engine: Daimler-Benz DB 603L, 1750 hp Flown: 03/1945
Ta 153B Engine: Junkers Jumo 213E with GM1 injection Vmax: 706 Kmh at 10780m
Ta 152C-1 Engine: Daimler-Benz DB 603LA, 1750 hp or DB 603EM, 1800 hp Flown 04/1945
Ta 152 C-1/R11 Engine Daimler-Benz DB 603LA, 2100 hp, 1750 hp at 9000 m, 1900 hp with MW 50 Prop: metal three-blade fixed pitch Wing span: 11,00 m Length: 10,80 m Height: 3,38 m Weight: 5300 kg Maximum speed: 547 km/h at 0 m, 740 km/h at 9500 m (with MW 50) Ceiling: 12200 m Range: 1165 km Armament: 2 x MG 151/20 (160 rds each), 2 x MG 151/20 (150 rds each), 1 x MK 108 (90 shells) Seats: 1
Ta 152C-3 Engine Daimler-Benz DB 603LA, 2100 hp, 1750 hp at 9000 m, 1900 hp with MW 50 Prop: metal three-blade fixed pitch Wing span: 11,00 m Length: 10,80 m Height: 3,38 m Weight: 5300 kg Maximum speed: 547 km/h at 0 m, 740 km/h at 9500 m (with MW 50) Ceiling: 12200 m Range: 1165 km Armament: 2 x MG 151/20 (160 rds each), 2 x MG 151/20 (150 rds each), 1 x MK 103, 30mm Seats: 1
Ta 152C-11/R-11 Reccon version with vertical camera Abandoned in Febuary 1945
Ta 152E As B-5 with vertical camera Rb-75/30 Engine: Junkers Jumo 213E Nov 1944 2 protototypes: V 9 Werk NR 11009 and V 14 Werk NR 110014.
Ta 152H Engine: Junkers Jumo 213E-1 with MW-50 injection and GM-1 boosting Horsepower: Take-Off: 1,750 hp at 3,250 RPM (2,050 hp w. MW 50) Climb And Combat: 1,580 hp at 3,000 RPM Maximum: 1,320 hp at 32,810 ft. (1,740 hp with GM 1 boost) Propeller: Junkers wooden three 3.6 m (11 ft 9.75 in) dia. Fuel Capacity: 364 Imperial Gallons (1618 lt) Type: B4 (87 Octane) Oil Capacity: 72 lt GM-1 (Nitrous Oxide) Capacity: 85 liters MW-50 (Methanol-Water) capacity: 140 lt Wing span: 14.5m / 47 ft 6.75 in Wing Area: 23.5sq.m (252.95 Sq. Ft.) Length: 10.8m (35ft 5.25 in.) Height: 4m (13 ft. 1.5 in.) Wheel Track: 3.95m (12 ft. 11 in.) Empty weight: 3,600kg (7,940 lbs.) Loaded weight: 5,500kg (12,125 lbs.) Maximum speed: 695km/h (431mph) at 10,500m (34,451 ft.) 750km/h (466mph) at 9,000m (29,529 ft.) with MW-50 760km/h (472mph) at 12,500m (41,012 ft.) with MW-50 and GM-1 Climb rate: 1000m/minute Ceiling: 14,800m (48,560 ft.) Range (Internal fuel): 1200km (745 Miles) Armament: One 30mm MK 108 mounted between the cylinder heads, firing through the propeller hub Ammunition: 90 Rounds Two inboard wing mounted 20mm MG151/20 Ammunition: 175 Rounds Each (Occasionally outboard MG 151/20s as well, depending on model, some reconnaissance models were unarmed) Bomb load: None Avionics: Revi 16B Gunsight FuG 125 Navigation equipment (H-1/R-11 Only) LGW-Siemens K 23 Autopilot FuG 16ZY Radio Transmitter/reciever BSK 16 Gun Camera Crew: One
Kurt Tank, technical director of Focke-Wulf Flugzeugbau (aircraft factory) at Bremen, was invited to propose a new fighter design to the German Air Technische Amt (technical dept) in April 1938, not because there was any urgency but because a second type to back up the Bf 109 was deemed prudent.
Tank personally convinced the officials of the suitability of using a large air cooled radial engine, one major factor being the existence of the BMW 139, promising powers well beyond the capacity of the leading liquid cooled units, the DB 601 and Jumo 211. Focke Wulf was awarded an order for three prototype Fw 190 V series (Versuchs) or trial aircraft in June 1938. Tank himself sketched the original basic configuration, a shape reminiscent of the Hughes racer with a very small wing, slim body, and extremely tall, wide track landing gears. Detailed engineering design was headed by R Blaser who imprinted his brilliance on every part of the aircraft.
The only obvious shortcoming was that the close coupled engine and cockpit precluded fuselage armament, and also risked unbearably high cockpit temperatures, and the latter were borne out on the first flight on June 1, 1939. But by this time BMW had succeeded in getting permission to drop the BMW 139 in favour of a more advanced radial, the BMW801. This was of slightly larger swept volume, and though heavier and longer than the 139 promised eventually to yield some 2000 hp. The Fw 190 was therefore grossly reengineered to take the new engine. In June 1939 it was decided to fly the Fw 190 V2 with the original engine, scrap the next two aircraft in an agreed pre-production batch of 40, and build the V5 as a BMW 801 powered machine with a different forward fuselage.
Early flight trials with Fw 190 V I showed superb handling, but the advanced engine installation with ducted VDM propeller spin¬ner lacked the ten blade cooling fan and this overheated the engine as well as the cockpit. With the V2, flown on October 31, 1939, two MG 17 machine guns were added to the wing roots, and the engine installation eventually had the cooling fan geared up from the pro¬peller shaft, plus a normal air inlet flowing around a small spinner. Much larger changes were seen in V5, flown in April 1940, which apart from the definitive BMW 801 engine had a restressed airframe for considerably increased weights, a smaller and rearranged cockpit moved considerably further back over the trailing edge of the wing, changed main landing gears raked sharply forward with the wheels housed in swept forward wing roots (with fairing doors moved from the legs to the belly) and several other alterations. An advantage of moving the cockpit back was that guns could be installed in the top decking, but the view for taxiing was made worse than before, though it was still acceptable.
An even more fundamental factor was that the bigger engine, and other changes, had substantially raised the weight; in fact the Fw 190 was ever afterward generally heavier than either a Bf 109 or a Merlin Spitfire though it was exceptionally small and compact. Tank decided as early as May 1939 to increase the size of the wing, which had always been more appropriate to a racer than a dogfighter. In about October 1940 this wing, with area raised from 16 to 18.3 sq m (161 to 197 sq ft) was flown on V5, and became standard. The Fw 190A 0 pre-production batch that followed had the 1600 hp BMW 801C engine and four 7.92 mm (0.312 in) MG 17 machine guns. Deliveries to Rechlin and other test centres began in February 1941, and II/JG 26 (a wing of the group selected to be first with the new fighter) assisted in unearthing problems and refining operational procedures.
Focke Wulf had named the new fighter Die Wurger (shrike, or butcher bird), but this did not catch on. But its outstanding qualities led to urgency in getting it into production, and while Focke Wulf established a production line at Marienburg, Arado at Warnernfinde and Ago at Oschersleben also tooled up for production. But initial operational evaluation by II/JG 26 at Le Bourget (Paris) and Maldeghem (Belgium) was a disaster, hardly any flight being completed without overheating and engine seizure and most not even getting airborne. An official investigation recommended that the Fw 190 should be cancelled; but all that was needed was more cooperative effort between Focke Wulf and BMW. Within a month the situation was dramatically improved.
The FW 190 V18 was designed and built as a prototype for the high-altitude FW 190 C, and in V18/U1 form it had the DB 603 A engine driving a four-bladed propeller. The FW 190 C was a projected high-altitude fighter that never came to fruition; even so five prototypes were completed, the FW 190 V18, V29, V30, V32 and V33. Each of these aircraft had DB 603 inline engines, annular radiators, Hirth 9-2281 turbochargers and four-bladed propellers. The FW 190 V18 was coded CF + OY and received a white outline Balkenkreuz and Hakenkreuz. By 1944 the project had been halted by technical problems and opposition to use of the DB 603 (which was needed for other aircraft types). The FW 190C prototypes went on to be modified and used as prototypes for the Ta 152 H.
Delivery of the four MG 17 Fw 190A-1 was followed by the A 2 from Arado in August 1941. Many A 1 were given two 20 mm (0.79in) MG FF cannon outboard of the landing gear, most as a modification, while the A 2 had two of the new 20 mm (0.79 in) Mauser MG 151 cannon instead of MG 17s in the wing roots. This formidable armament combined with outstanding all round performance and manoeuvrability to make the 190 the greatest air superiority aircraft in the sky in 1941. One of its first major actions, with JG 26, was air cover for Scharnhorst, Gneiseprau and other ships on February 12, 1942. JG 26 annihilated 825 Squadron’s Swordfish. Against the Spitfire V it established immediate supremacy, the British fighter being outclassed in every respect except turn radius, where the rivals were closely comparable. But the early model Fw 190 gave the RAF the largest combat shock in its entire history. The superiority of the German fighter was accentuated by the fact that it was virtually unknown even though it had been flying well before the war. When the first Fw 190A 1s of 6/JG 26 clashed with Spitfires on 27 September 1941, it was realized that the new German fighter had the advantage both in speed and manoeuvrability.
By 1942 production was centred on the A 3, with many changes and introducing the first of a fantastic variety of external armament options which made the Fw 190 the most versatile fighter of the war.
Later, on June 23, 1942, Oberleutnant Arnim Faber, adjutant of III/JG 2, achieved an unsought place in history by mistaking his bearings in a dogfight over the Bristol Channel and making a perfect landing at RAF Pembrey in South Wales, thereby giving the RAF what was probably its most welcome prize and enabling a thorough and sobering flight evaluation to be made. Dissecting the Fw 190 if anything increased the respect in which it was held. Likewise on the Eastern Front a growing force of Focke Wulfs battled with Soviet fighters and soon became highly regarded. In fact, the Fw 190 was not exactly small and light in the Soviet style, but compact; it seldom turned the scales at under 4000 kg (8800 lb) and nearly all had a laden weight of around 4900 kg (10800 lb), much of which was accounted for by the heavy armament, equipment, armour and external tanks or ordnance.
Fw-190A-3 landed at Prembrey, Wales, 23 June 1943
1st Lt. Faber’s Fw-190A-3 being examined
In 1941 the German and Turkish Governments negotiated an arms agreement with Germany supplying 100 Fw-190A-3s by 1943. The Turkish Fw-190 remained in service until 1947 when supplanted by Republic P-47Ds.
Turkish Fw-190A-3
In the summer of 1942, the A 4 introduced methanol/water (MW 50) injection for brief bursts of power up to 2100 hp, and new radio resulted in a changed aerial mast on the fin. One subtype, the A4/R6 (R being the suffix for field modification kits), was first to carry the 21 cm (8.27 in) WGr 21 rocket tubes which did more than anything else to break up the B 17 formation of the disastrous first raid on Schweinfurt on October 14, 1943. The American target had been a ball bearing works, and precisely six months earlier a British ball bearing factory at Chelmsford had been destroyed by Jabo (fighter/bomber) Fw 190A4/U8 aircraft of SKG 10, each racing in at low level with four SC50 or one SC250 in one of the more damaging of hundreds of ‘tip and run’ attacks by the nimble Fw 190 on southern England. So successful was the Jabo 190 that special versions were developed for this duty, and these gradually supplanted the Ju 87 and all other Luftwaffe attack aircraft for almost every kind of battlefield mission. Very small numbers (for example, five of the A 5/U2) were built as night fighters, and used by Major Hajo Herrmann’s famed Wilde Sau free ranging JG 300 wing, followed by JG 301 and 302, but suffered high attrition in brief careers. By 1943 the variations numerous, but new armament included the 13 mm (0.51 in) MC 131 in the top decking of the fuselage (making a shallow bulge from windscreen to engine) and various wing arrangements of 20 mm (0.79 in) and 30mm (1.18 in) cannon. From the A 5 the length was increased, and the most numerous of all Fw 190 versions, the A 8, even included a tandem trainer version, supplemented by the Fw 190S series high speed communications transport. Other new features included turbo-charged engines, various reconnaissance installations, Doppelreiter overwing drop tanks, torpedoes, spin stabilized rockets, recoilless guns (firing horizontally or almost vertically), heavy underwing cannon, the X 4 wire guided air to air missile and armoured leading edges for ramming.
Two important families placed in production in early 1943 were the F series Schlachtflugzeug (tactical attack and close-support) and G series Jabo Rei (long range bomber). By the end of 1943 these were the most important Luftwaffe attack aircraft in Italy and on the Soviet front, progressively re equipping all except one of the former Stukagruppen and carrying out every kind of front line sortie as well as providing for air superiority fighting (a task for which the under gunned G was not suited). On the Eastern Front a variety of special weapon installations were tested against armour, including the Zellendusche SG 116 (three 30mm [1.18 in barrels), HF/15 (five 15 mm [0.59 in barrels under each wing), Panzerschreck 88 mm (3.46 in) rockets, Panzerblitz (eight longer range rockets), WGr 28 (special hollow charge rockets) and Forstersonde SG 113A, consisting.of two pairs of 77¬mm (3.03 in) recoilless guns mounted vertically in the wings, triggered by a tank’s magnetic field. Other late war installations included the Kurt SB 800RS roller drum bomb, Hagelkorn (Hailstone) Bv 246 guided glide bomb with slender concrete coated wings, and the various BT (Bomben-Torpedo) antishipping weapons. None of these saw as much action as the various bombs of weights seemingly fantastic for so small a fighter, which included the Luftwaffe’s largest conventional weapon, the SC 1800 of 1800 kg (3970 lb). No other fighter of the Second World War went into action with such massive weapons, and the SC 1800 needed special tires, and a long takeoff. On March 7, 1945, NSG 20 (night attack wing) used SC 1800 bombs against the vital Remagen bridge. Various Fw 190s, including the A 8 and F 8, were used as the piloted upper component of Mistel composite attack aircraft.
“Mistletoe” aircraft (officially codename “Beethoven”), also known as father-and-son or piggy-back aircraft, were composite aircraft, made up of two planes, one riding on the other’s back. There were two basic types of Mistletoe. Both used a pilotless Ju.88 bomber as the bottom plane; it carried a 3.5 ton explosive warhead and was guided to the target by a fighter pilot on top. The guide plane was either a Me.109 (as the S-1 Mistletoe), or a Fw-190 (as the S-2 Mistletoe), which would abandon the Ju.88 shortly before it exploded. The Mistletoe composite aircraft were tested at Nordhausen and Peenemünde at the beginning of 1944. On the night of 24-25 June 1944, five S-1 Mistletoes were first used operationally. Approximately 250 Ju.88 were converted to Mistletoes.
S-2 Mistletoe
In 1941 Tank and the air ministry had discussed ways of improving high altitude performance. Tank pushed use of the liquid-cooled DB 603 (an engine developed after the 190 was designed), and in 1942 43 numerous prototypes flew with this engine, nearly all having circular ring cowls and the coolant radiator variously under the engine or under the rear fuselage. Many had pressure cabins, and the majority a four bladed propeller with broad blades. Rather gradually a vast experience of extremely fast high altitude flight was built up which, via the Fw 190B and C series, resulted in the definitive model, the long-nosed Fw 190D (‘Dora’). The engine was not to be the Daimler Benz at all, but the fast revving Jumo 213, the A 1 version of which was rated at 1776 hp (2240 with MW 50 injection) and could deliver 1880 hp at 4750 m (15500 ft) and almost twice the power of the original 1939 BMW radial at twice this altitude. To counter the length of the nose, an extra section was added to the rear fuselage, and in all production D versions the area of the fin and rudder was increased. Most examples had a bulged canopy giving better rear view. The Fw 190D 9 began to roll off Focke-Wulf’s Cottbus assembly line in quantity in August 1944, and the pilots of III Gruppe of Jagdgeschwader 54, which was the first unit to fully equip with the fighter on which it achieved operational status during October. From August 1944, 1805 D-9s were built. Though only slightly faster than earlier Fw 190s at medium altitudes, and certainly no more manoeuvrable, the Dora 9 was faster in the climb or dive and significantly better at altitudes above 8000 m (26 250 ft). Most were comparatively lightly armed, with two MG 151 and two MG 131, plus an SC500 bomb or tank, and only about 700 had been completed when the Allied advance progressively overran the vast complex of Fw 190 production factories. Right to the end, production of the radial engined aircraft was on a much greater scale, the output of the F and G rising to unprecedented levels in 1944 and outstripping the Dora 9 by a factor of roughly ten to one. Total production of all versions is impossible to give with precision, especially as Albert Speer’s ministry added in the totals of aircraft incorporating fuselages or wings from machines previously counted but damaged by bombing of the factories before completion. A good guess for aircraft delivered to the Luftwaffe is 19 600, while Focke Wulf’s figure for overall production of all versions, including the great diversity of prototypes, is 20001. This does not include the Ta 152 but it does include the many intermediate aircraft that led to it in 1942 43. Although the company manufactured a prototype two-seat Fw190 to help with the conversion of pilots from slower ground attack units, all the other two-seaters were produced by modifying existing aircraft. Though manufacture of the Fw 190 was naturally halted by capture of the German factories, which by 1944 extended throughout Germany, Czechoslovakia, Austria and, especially, Poland, there remained a network of plants in France that saw in the 190 a useful stop gap fighter for their own Armee de l’Air. Most of the French factories involved were nationalized into .SNCAC or SNCASO, the assembly line being at the SNCAC underground plant at Cravant, near Auxerre. When liberated, the Fw 190A3 was on the line, and after a slight hiccup this continued in low rate production with the French designation NC 900. Later in 1944 the A 8 was substituted and some 64 NC 900 fighter/bombers were delivered by 1946. They equipped Armee de l’Air GC III/5 Normandie Niemen, but were not popular. Other users of the Fw 190 included the Spanish Blue Division on the Eastern Front, the Turkish air force and Argentina.
Fw-190A-5
The code name ‘Fred’ was originally allocated in error in 1942 although the Fw-190 was not a Japanese operational type. In the Summer of 1943 a Fw.190A5 was imported by the JAAF for evaluation to become the only ‘Fred’ in Japanese service.
Fw-190A-0 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.8 m (28 ft 10.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Max speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-1 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.8 m (28 ft 10.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Max speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-2 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.8 m (28 ft 10.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Max speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-3 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.8 m (28 ft 10.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Max speed: (clean, override boost, typical) 673 km/h (418 mph). Gross weight: 10,800 lb (4,900 kg). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-4 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.8 m (28 ft 10.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Max speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-5 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.95 m (29ft 4.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Maximum speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-6 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.95 m (29ft 4.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Maximum speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-7 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.95 m (29ft 4.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Maximum speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-8 Engine: BMW 801D 2, 1700 hp. Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.95 m (29ft 4.5 in). Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: 10,800 lb (4,900 kg). Maximum speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Crew: 1. Armament: Four 20 mm cannon in wings, two 13 mm machine guns in fuselage; various underwing or under¬fuselage loads of small bombs.
Fw-190A-8 Engine: BMW 801 D-2, 1700 hp Prop: 3 blade. Span: 10.5 m (34ft 5.5 in) Length: 8.95 m (29ft 4.5 in). Height : 12.959 ft / 3.95 m Wing area: 196.98 sq.ft. (18.30sq.m). Gross weight: (typical) 4900 kg (10800 lb). Maximum speed: (clean, override boost, typical) 673 km/h (418 mph). Max speed (clean): 408 mph (656 kph) at 20,670 ft (6,300m) Max range (clean): 497 miles (800km). Service ceiling : 34777 ft / 10600 m Crew: 1 Armament: 2 MK 20mm, 2 MK 13mm, 2 MG 7,62mm
Fw 190D-9 Engine: 1 x Junkers Jumo 213A-1, 1324kW / 1776 hp Wing span: 34 ft 5.5 in (15.24 m) Length: 33 ft 5.25 in (10.24 m) Height: 11 ft 0.25 in (3.35 m) Wing area: 18.3 sq.m / 196.98 sq ft Max TO wt: 10,670 lb (4850 kg). Empty weight: 3490 kg / 7694 lb Max level speed: 426 mph (685 kph). Ceiling: 12000 m / 39350 ft Range: 835 km / 519 miles Crew: 1 Armament: 2 x 20mm cannons, 2 x 13mm machine-guns, 1 x 500kg bomb
Fw-190F-3 Span: 10.5 m (34ft 5.5 in) Length: 8.95 m (29ft 4.5 in). Gross weight: 4900 kg (10800 lb). Max speed: (clean, override boost, typical) 673 km/h (418 mph).
Fw-190G Engine One 1,700 hp BMW 801 D. Length 29 ft. (8.84 m.) Wing span: 34.6ft. (10.54m.) Weight empty: 7,000 lb. (3,175 kg.) Gross weight: G-1 with SC1800; 6300 kg (13900 lb). Armament 2 x 7.9mm machine guns 4 x 20 mm. cannon. Top speed: 375 mph between 18-20,000 ft Emergency boost max speed: 390 mph (max 1 minute) Max speed 408 mph (655 kph). Ceiling 37,400 ft. (11,400 m.) fully loaded. Range 950 miles (1,500 km.)
Scale replica – WAR FW-190 Full size replica – Flug Werke FW-190
The Focke-Wulf Fw 189 was designed in response to the German Air Ministry specification issued in February 1937. This called for an aircraft with a crew of three and better performance than the Hs 126, then about to enter service as the standard reconnaissance aircraft.
Arado, Blohm und Voss and Focke Wulf each produced a design in response to this specification. To meet this specification, Focke Wulf’s team under the leadership of Kurt Tank evolved a twin boom design. A 430 hp Argus As 410 12-cylinder air cooled inverted V type engine was installed at the front of each slender tail boom, driving a two blade propeller, and mounted on the centre section of the wing, between the booms, was an extremely well glazed nacelle accommodating the three man crew. Each tail boom terminated in a single fin and rudder, bridged by a centrally mounted tailplane.
The first prototype, the Fw 189 V1 (registration D-OPVN), made its maiden flight in July 1938. No armament was fitted to the Fw 189 V1, but the second prototype (D-OVHD), which flew in August 1938, was armed with a 7.9 mm (0.311 in) MG 17 machine gun in each wing root and three 7.9 mm MG 15 guns: one each in the nose, a dorsal blister, and the tailcone of the nacelle. The V3 (D-ORMH) was unarmed, but had the definitive 450 hp As 410-1A engines intended for production aircraft and automatic variable pitch propellers.
The success of the first three prototypes was rewarded with an order for a second series of four prototypes. The Fw 189 V4 fourth prototype was representative of the Fw 189A production configuration, but it was actually the Fw 189B, based on the V5, that was first to be ordered into production by the RLM in 1939. V4 had modified engine cowling, semi-cowled main wheels, a larger main wheels and only two machine guns. The wing root guns remained, as did the upper and rear pod guns, although the front gun was removed. The V4 was used for tests with smoke-screen equipment and with equipment for using poisoned gas and chemical weapons. V5 was the prototype for the B series of training aircraft. V6 was the prototype for the planned series of heavily armoured ground attack aircraft and V7 was to be built as a prototype of a twin-float version of the aircraft, although it was completed as one of three B-0 trainers.The Fw 189B (three B-0s and ten B-1s) was built as an unarmed, dual control five seat trainer, its modified nacelle lacking the nose and tailcone glazing of the A series prototypes.
Production of the Fw 189A finally got under way in the spring of 1940, a batch of ten pre-production Fw 189A-0s for service trials being followed by the first series version, the Fw 189A-1. In the spring of 1940 Focke-Wulfe received an order for ten pre-production A-0s and twenty A-1s. The A-1 was armed with two fixed forward firing MG 17s and two flexibly mounted MG 15s. The first of these was carried in a circular glass turret on the roof of the cockpit, while the second was mounted in the conical rear cone of the pod, which could rotate through 360 degrees. The A-1 could also carry four 154lb/ 75kg bombs and an RB 20/30 camera as standard, with a wide range of other cameras available. Large scale production didn’t get under way until late in 1940. This began to reach Luftwaffe units in late 1940 and early 1941, and eventually equipped at least nine Aufklarungsgruppen (long range reconnaissance wings) and 15 Nahaufklarungsgruppen (short range reconnaissance wings), most of them on the Eastern Front. Known variously as the Uhu (owl), or as das Fliegende Auge (the flying eye) of the Wehrmacht.
Production Fw 189A-1s carried an armament similar to that of the second prototype, except that the nose machine gun was deleted. The second production version, the Fw 189A 2, differed in having 7.9 mm (0.311 in) MG 81Z (twin MG 81) guns in the dorsal and tailcone positions, instead of the MG 15s. The Fw 189A4 (the Fw 189A-3 was an unarmed trainer) was a ground support development of the A-2, having ventral armour plating and 20 mm (0.79 in) MG FF cannon instead of MG 17s in the wing roots. All except the A- 3 could carry four 50 kg (110 lb) bombs on racks under the outer wings. The Fw 189A-1/Trop was a hot climate version for service in the Mediterranean and North African theatres; the A-1/U2 and A-1/U3 were two special one off conversions for a VIP transport role; the single Fw 189E was another A-1, converted to 700 hp French Gnome Rhone 14M radial engines; and many A types were, in their later years, used for such secondary duties as liaison and casualty evacuation. Some even had a short spell as night fighters with I/NJG 100. A number of were purpose-built five-seat trainers.
The Fw 189 was given a high production priority and was produced at several factories across Europe, with new production lines being established in Prague and around Bordeaux although production began at Focke-Wulf’s own factory at Bremen. The type became the main German tactical reconnaissance aircraft from 1942 until the summer of 1944. Thirty eight aircraft were delivered by the end of 1940, sixty-one in 1941, fifty seven in 1942 and eleven in 1943. By this point production was being concentrated around Bordeaux, while the Bremen factory was focusing on the Fw 190. The second production line was in the Aero-Avia factory at Prague. This factory produced 151 aircraft in 1940-41, 183 in 1942 and three in 1943, for a total of 337. The final production line was set up around Bordeaux. At first the French factories assembled aircraft from German-built sub-assemblies, completing 87 aircraft in 1942. In 1943 the French factories were responsible for most remaining aircraft, before production of the Fw 189 was cancelled early in 1944. Eventually 864 Fw 189s were completed, 337 at Prague, between 250 and 300 in France (sources differ, and sub-totals often don’t add up), and the rest at Bremen. Production reached its peak in 1942.
At the start of the war German short range reconnaissance was carried out by squadrons designated as Aufklärungsstaffeln (Heer), abbreviated to Aufkl.(H) or (H). Thirty six such squadrons existed in August 1939, and were under army control. Each squadron was self-supporting and fully mobile and could move from location to location under its own steam. The first few Fw 189s reached experimental sections of the Luftwaffe in the spring of 1940. At about the same time some aircraft reached the reconnaissance squadrons for service trials, but large-scale deliveries didn’t really begin until the end of 1942. On 22 July 1941, at the start of the invasion of the Soviet Union, the number of reconnaissance squadrons had risen to 54, most of which were still using the Hs 126. Production of the Fw 189 increased in pace during the year, but even at the end of 1942 the Hs 126 still made up a significant proportion of the available aircraft. In the winter of 1941-42 the squadrons were organised into short-range reconnaissance groups, each of which was meant to contain three squadrons. On the southern sector there were nine groups with sixteen squadrons, of which six were still using the Hs 126. In the middle sector things were worse, with six groups and thirteen squadrons, of which nine still had the Hs 126. Finally both squadrons operating in the north were still using the older aircraft. Of a total of 31 short-range reconnaissance squadrons, 17, or just over half, were still using the older aircraft. By the summer of 1944 the Fw 189 had been forced out of the daytime skies, and the surviving aircraft were forced to operate at night, or as training and liaison.
In April 1937 Focke-Wulf received a contract to produce a single prototype, which made its maiden flight in July 1938 and it was this prototype that was evaluated by the Ilmavoimat / Maavoimat / VL team in August of the same year.
The Ilmavoimat viewed the Fw 189 as a rugged and simple aircraft to be used solely for short-range tactical reconnaissance and coordinating close air support and artillery strikes with forward ground operations. The intention was to operate the aircraft from rough forward air bases and for the aircraft to have a higher maximum speed than the Fi 156. It was also intended that the aircraft be used for front-line low-level reconnaissance and aerial photography. This aircraft had rated very highly in the evaluations, with excellent all-round visibility, good stability and responsiveness and able to maintain steady flight on one engine as well as being exceptionally agile and strongly constructed. The layout and positioning of navigational equipment and radios was carefully thought out, cockpit heating was efficient and it was easy to put the aircraft on target when laying down marker bombs.
The Ilmavoimat ordered twenty of the Focke Wulf Fw 189’s. There were some design modifications specified. The pilot and observer/controller were to sit side by side, making communications easy. Armour was added under the fuselage and engines and self-sealing fuel tanks were specified. Armament consisted of two machine guns on a flexible mount in a dorsal position and four fixed machine guns in the wing roots, firing forwards. After delivery, two Hispano-Suiza 404 20mm cannon were fitted in a blister beneath the fuselage. The rear gunner position of the German-version was eliminated to reduce weight and rather than 4 hardpoints for 50kg bombs, 8 hardpoints for 30kg phosphorus marker bombs were fitted. The aircraft was just entering production in Germany and with the German eager for hard currency, the Ilmavoimat got the first twenty aircraft of the German production lines, perhaps unfortunately as Focke Wulf used these to iron out some of their initial production line problems. Despite this, the Ilmavoimat found the Fw 189’s to be a superb front line reconnaissance aircraft, tough and durable, able to take a lot of damage and maneuverable enough to stay out of trouble even if caught on it’s own.
Fw 189 cockpit
The Ilmavoimat’s Fw 189’s were delivered in February 1939, much to the relief of the High Command, who were unsure which orders that had been placed would actually be fulfilled up until the moment that the aircraft actually arrived in Finland. To this end, after the Munich Crisis, and as part of Finland’s emergenmcy measures, it was specified that wherever possible, Finnish military equipment purchases would be carried on Finnish cargo ships wherever feasible, even if this meant additional shipping costs. After the Munich Crisis, as Finland experienced what would in later years be called “The Great Awakening,” a wide range of emergency measures were put in place and additional emergency funding for military equipment was provided. Among this funding was provision for a further twenty Fw 189’s. These were ordered in December 1939 and to the relief of the Ilmavoimat, actually delivered in May 1939. With tensions increasing with the Soviet Union, a further order was placed for forty Fw 189’s in July 1939, but this was cancelled by the German government on the 19th of August 1939, shortly after Molotov Ribbentrop Pact was signed.
Slovakia, a nominally independent republic which came into being following the Nazi dismemberment of Czechoslovakia, received 14 Fw 189A and Hungary about 30 A-2s.
Production ended in August 1944, by which time a total of 864 Fw 189s had been completed. Of these, 310 were produced by the SNCA du Sud Ouest at Bordeaux Merignac during 1942 44 and 337 Fw 189As by the Aero factory in Czechoslovakia between 1941 43.
The French total comprised 293 Fw 189As plus 17 examples of the Fw 189F 1, a version of the A 2 with 580 hp Argus As 411MA- 1 engines. Focke Wulfs total of 217 included six prototypes, 198 Fw 189As and 13 Fw 189Bs. The sixth prototype (V6) and modified first prototype (Vlb) were used flight test a very much smaller, well armoured two seat nacelle intended for the proposed Fw 189C assault version: other projects that did not come to fruition were the twin float Fw 189D and the 950 hp 402 engined Fw 189G.
Fw 189A-1 Engines: 2 x Argus As 410A-1, 347kW / 459 hp Wingspan: 18.4 m / 60 ft 4 in Length: 12.03 m / 39 ft 6 in Height: 3.1 m / 10 ft 2 in Wing area: 38.0 sq.m / 409.03 sq ft Max take-off weight: 3950 kg / 8708 lb Empty weight: 2805 kg / 6184 lb Wing load : 21.32 lb/sq.ft / 104.0 kg/sq.m Max. speed: 181 kts / 335 km/h / 208 mph Cruise speed: 170 kts / 315 km/h / 196 mph Service Ceiling: 7000 m / 22950 ft Range: 362 nm / 670 km / 416 miles Crew: 2-3 Armament: 2x MG 15 7,92mm, 2x MG 17 7,92mm, 4x 50kg Bomb.
Fw 189A 2 Engines: 2 x Argus As.410 A-1, 347kW / 459 hp. Span: 18.40 m (60 ft 4.5 in) Length: 12 m (39 ft 4.5 in) Gross weight: 3950 kg (8710 lb). Maximum speed: 350 km/h (217 mph).
All Aero 