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    01-09 - Focke Wulf Fw-190 Vol. 2 PDF

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    Kenneth Robert Letteer

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    ANTHONY SHENNAN & GEOFFREY PENTLAND MODELLERS’ KOOKABURRA TECHNICAL PUBLICATIONS JM'a 3a) N(@l a SERIES Series 1 No.9 TECHNICAL MANUAL PUBLISHED BY KOOKABURRA TECHNICAL PUBLICATIONS DANDENONG, VICTORIA, AUSTRALIA a © CONTENTS COPYRIGHT Cine Color Printing C0, ne. 171, Peo Chiao Rad, Heintion KOOKABURRA TECHNICAL PUBLICATIONS 1970 foal tees stearate Cover: A line-up of Fw 190Gs of I/SG, a ground attack unit at Deblin-Irena, Poland. Though the colours of this transparency have lost some of their stability in the intervening years, the scheme can be plainly identified as 71/02 with 65 undersurfaces and 02 mottle on fuselage. (Per F. Smith). FOCKE-WULF Fw 190« Ta 152 Described PART 2 Anthony Shennan and Geoffrey Pentland aati ow e® Tea le mt Any Allied fighter pilot « pilot however close 10 this to the ¢ ot have worried for i The Fw 190, as already described in this ser had already proven to be a highly successful fighter aircraft. at low and medium altitudes. However. above 20,000 feet it was found to be largely ineffective and it became obvious that in order to destroy massed Allied bomber formations, now striking at the heart of Germany, the Luftwaffe would need a much more efficient type. How this challenge was to be met was soon shown by the emergence of the “long-nose Fw 190D series, of which the D-9 model b: pethaps the best known example and ct one of the finest fighters produced by ei during World War Hl. The Ta 152 outcome in the quest for performance, possessed even more remarkable capabilities’ but was restricted in its use on account of its very appearance in the war. Concurrent with this development programme, more and more ground- attack fighters were required by the hard-pressed German land forces, with the result that very large numbers of Fw 190F and G models were built also. The following pages describe the major types and variants of the complete Fw 190 and Ta 152 series. her side the logical Fw 190B Se In the race with the Allies for high altitude performance, four Fw 190As (Wk Nrs 0046, 0047, 0048 and 0049) were diverted to the modification programme, and these were redesignated Fw sive Fw 190 we this case the jollowi either exceptional or very lucky. The aircraft was a Fw 189, 190B-0 pre-production models. The first, Wk Nr 0046 was fitted with a new wing of increased area, was stripped of its armament and re-engined with a BMW 801D-2 with GM-1 power boost The cockpit was pressurized and the side perspex of the canopy was heated. The first Fw 190B-0 was completed early in January 1943 and sent to the test centre at Rechlin on January 9th of that year. Frequent references have been made in the past to the B series aircraft being fitted with Daimler-Benz engines but no B series aircraft was ever fitted with that engine and all used the BMW 801D-2. (One well-known photo that often has been captioned “Fw 190B-1” is actually a Fw 190V-13, Wk Nr 0043, one of the prototypes of the C series.) The second Fw 190B, Wk Nr 0047, left the workshops with the original span wing of 34 fc 54 in with 197 sq ft area, an armament of two MG 17s and fitted with a pressurized, double thickness, perspex sliding canopy. Both these aircraft along with Wk Nr 0048 were tested Rechlin. Another modified Fw 190A, Wk Nr 0055 was tested at Hannover-Langenhagen along with the previously mentioned three prototypes. Tests were later severely hampered at Rechlin due to the extreme shortage of component parts and the shockingly poor quality of many of those supplied. Test pilois complained of many malfunctions of equipment, One serious fault was that the cabin Fine shot of the Fw 190V-13 prototype. Of the tremendous number of “los for performance, very few versions achieved quantity production until the closing weeks of frames had not been finished properly, resulting in the sharp edges biting into the rubber seals, a failing which produced severe discomfort for the hapless pilot. The already overworked test pilots found themselves burdened with a miscellany of additional duties, being called upon to report on numerous other experimental items on these air- craft not directly associated with the basic test programme. Consequently, the pressure cabin programme slipped back even further so that by the time the tests were completed, other successful types were in service. Focke-Wulf Fw 190C Series Prototypes of the Fw 190C were built but series production was not undertaken. The prototype of the C series began life as a Fw 190A-1 and was rebuilt to the C-0 speci The aircraft, Wk Nr 0036. became Fw bearing the radio call letters SK+JS. At last there was an engine change: at 1,750 hp Daimler-Benz DB 603A-1 in-line, inverted Vee engine was installed. This engine necessitated a large annular radiator, and this Was ingeniously designed to fit around the propeller shaft just ahead of the engine. From a distance, this radiator gave the V-13 the appear- ance of having a small diameter radial engine, but on closer examination, the exhaust. stacks along the nose and the extra length belied this. first impression. In addition an oil radiator was required. This was placed beneath the engine, thead of the leading edge of the wing and. was of noses” built in the quest large dimensions. ‘The bulldog appearance of the Fw 190A series had now given way to slimmer and more exciting lines. In the V-13 the outer wing-mounted guns were removed and only. the two wing-root MG 151s and the engine-mounted MG 17s were retained. A second prototype. Wk Nr 0037 was also modified to the C-0 design: It had been planned to instal the Daimler-Benz DB 603G engine, with Hirth turbo-supercharger, an as yet untried piece of equipment. The first Fw 190 to be fitted with this engine was Wk Nr 0040, @ Fw 190A-1, which carried the radio call letters CF+OY. A distinctive feature of this machine was the enlarged wooden tail- surfaces ‘dt overcome the lateral instability pro- the increased engine torque. Occupation authorities later discovered a German-controlled French factory that had produced wooden. tail surfaces for these and later aircraft, ‘This factory had been contracted to build parts for Germany and when the area was liberated by the Allies, it provided vital information to Allied intelligence on the design and structure of the Ta 152s ‘The fuselage lines were changed by the addition of a bulky ventral fairing carrying the Hirth turbo-supercharger and a large four-blade VDM propeller replaced the previously standard three- blade propeller. Designated Fw 190V-18, this ircraft was not fitted with armament, Later, when the DB 603G was found to have too many “bugs” to be worked out, the V-18 was re-engined with a Wk Nr 170003, the prototype Ta 152B-5, formerly a Fw 190V-53. The wing root MG 151s have been replaced by MK’ 103s, Left. Wk Nr 170924, prototype for the Fw 190D-11 series. Note huge air intake for turbosupercharger and long range tank (H. Nowarra). DB 603A-I engine with a similar Hirth turbo- supercharger to that previously used. The V-18 was then redesignated Fw 190V-18U1. Still further on in its career Wk Nr 0040 was rebuilt to become the first prototype of the Ta 152H series. Fw 190V-29 The second C series prototype was designated Fw 190V-29 and carried the radio call letters CF+KS. The V-29 was rebuilt from a Fw 190A. airframe, using the wings and fuselage to which had been added wooden tail surfaces similar to those of its predecessor. A Daimler-Benz DB 603G engine without a Hirth turbo-supercharger was tried at first, The aircraft was then transferred to Stuttgart. where a Hirth turbo-supercharger was installed but following problems with the connecting ducting from the blower, it was returned to the Focke-Wulf works. It was then redesigned to become another prototype for the Ta 152H Fw 190V-30 Wk Nr 0055 became the V-30 having basically the same configuration as the V-29. After experi- ments with the Schwartz four-blade wooden pro- peller, this aircraft became a still further prototype for the Ta 152 series. Again the problems with ducting caused the design to be rebuilt. Apparently. the metal used in the ducts carrying hot exhaust gases from the engine to the turbo-supercharger was breaking down under the extreme temperatures and was lasting only a matter of hours. Fw 190V-31 Wk Nr 0056 was later designated Fw 190C-1 and carried the radio call letters GH+KU. Similar to the V-30, the V-31 was written-off in a crash at Rechlin on 29th April, 1943. Alii on starboard side (H.. Nowarra). Right. An early production Fw 190D-9 with standard type cockpit cover Fw 190V-32 Another Fw 190C-1, Wk Nr 0057 was later modified to the Ta 12H configuration, Fw 190V-33 A Fwi90C-1, Wk Nr 0058, with radio call letters GH+KW carried two engine-mounted MG 131s and two MG I5Is in the wing roow. The V-33 was otherwise similar to the V-32 and later, it also became a Ta la 52H. It is obvious that the C series would have been very successful high-altitude fighters if the metal- lurgical problems could have been overcome. How- ever, the inferior materials then being used precluded any possibility of success, so the series was terminated. In addition, no. suitable power plant was available whereas the Fw 190D and Ta 152 were showing considerable promise with the Junkers Jumo 213 engine, Development was then concentrated on these aircraft. The continued use of components manufactured by slave-labour or by inexperienced workers produced a steady decline in quality which was aggravated by the ever-present and very real danger of parts being deliberately sabotaged by workers in occupied countries. Such happenings had a telling effect on the aviation industry, and from the German point of view the problem was never entirely Fw 190V-19 Another aircraft which can be classified as_a transition between the Fw 190A and the Ta 152 was the V-19. Formerly a Fw 190A-0, Wk Nr 0041, the V-19 was fitted with the Jumo 213A engine and was unique amongst Fw 190s in having a straight leading edge to the win whole panel being moved 4¥ inches further forward to ugh this Fw 190A-8/U11 Trop still carries the radio call sign letters allocated by the manufacturers, it already carries the black/white/red spinner apparently peculiar to Fw 190 SG (graund support units) Colour scheme 71, 02 and 65 as described in the camouflage and markings section, 4 Fw 190D-9 which crash-landed in Belgium following a bird strike. The canopy was shattered in order to release the pilot who was uninjured. When first seen the rudder and lower cowling had a coating of temporary yellow distemper balance the weight of the heavy engine. In addition, enlarged wooden tail surfaces were fitted and these were similar to the ones used on the C series aircraft. Hydraulic and electrical problems plagued this type and it finally crashed ‘on 16th February, 1944, The V-19 may also be considered a progenitor of the proposed Focke- Wulf Ta 153 FOCKE-WULF Fw 190D SERIES Due to the problems associated with the un- successful C series it soon became apparent that some other way would have to be found to develop the Fw 190A design. A successful replace- ment was desperately needed since the A series was being outclassed rapidly by the latest British and American fighter types; thus the D series was proposed. The powerful Junkers Jumo 213 engine was available in quantity and as it was suitable for re-engining the Fw 190, it was decided to press ahead with development with all possible speed. Fw 190V-17/U1 The aircraft chosen to be the first prototype was the Fw 190A-0 Wk Nr 39 which had previously been modified to become the Fw 190V-17. it possessed a wing similar to the A-8 of 218.5 sq ft area, and an increased fuselage length of 33 ft Sf in gained by the insertion of a section between the empennage and the end of the fuselage, together with the extra length of the Jumo 213. ‘A larger fin and rudder was now fitted to take care of the increased torque of the more powerful engine. Modified in this manner, the Fw 190V-17 was redesignated Fw 190V-17/U1 and became the first true prototype of the D series. This aircraft was armed with two engine-mounted MG 131s and two wing-root-mounted MG 1Sis Fw 190V-21 Wk Nr 0043, radio call letters GH+KR, formerly a Fw 190A-1, was fitted with a larger span wing of 211 sqft area and was fitted with the Jumo 213A of 1,750 hp. This machine later became the prototype of the Ta 152C-0 when it was re-engined with a Daimler-Benz DB 603E engine, Fw 190-53 Wk Nr 170003 was a prototype of the D-9 and D-10 series, becoming a D-10 when the armament ‘was changed by the addition of two wing-mounted MG _ISis. Both versions proved to be highly satisfactory. identical armament 10 the Fw 190V-17/UI and was similar to. that aircraft in all respects. Focke-Wulf Fw 190D Six prototypes were to be built or modified to become Fw 190Ds. One of these six was a much- modified Fw 190A-0, Wk Nr 0039. The other prototypes were to be issued with Wk Nrs 170003, 174004, 210001, 210002, and 210003. However of these only 210003 and 174004 eventually be came Fw 190Ds. Test flying of the new machines revealed no serious flaws, since the Jumo gave an increased rate of climb’ and improved both the cruising and maximum speeds. The only complaint was that the bulges of the two cowling MG I5Is somewhat obstructed the pilot's field of view Production of the D-9 began in August and the Fiesler works also began to produce the series. ‘The last three serials of the planned prototype batch, Wk Nrs 210001, 210002, and 210003 now became the first production aircraft. “As the pro- duction ines began to move, other modifications were introduced. These changes consisted of strengthening the fuselage and engine mounts and an ETC S04 rack was fitted beneath the fuselage to carry either a 66 gallon long-range auxiliary fuel tank or one SC 250 bomb. The first Fw 190D-9s to see service went to JG 2, JG 62 and 111/JG 54. At first the experienced pilots of 111/JG 54 were distrustful of the claims for the new type made during a visit by Tank himself. But their scepticism turned first to indifference, then to open enthusiasm, for the Fw 190D-9 was found capable of sharper turns than the A series, possessed a better rate of climb and was generally superior in all-round performance. Two Stafjeln of this unit were sent to Hesepe and Achmer for familiarization training. This was the area where JG 7, flying the new Messerschmitt Me 262A-Is, were situated. The Me 262s (sce two previous books in this series) were “sitting ducks” during take-off or once com- mitted to a final landing approach. ‘The throttle could not be opened rapidly on the jet engines and mishandling often led to engine fires, with loss of power and a dangerous assymetri¢ con- figuration. Hence apart from their normal combat duties it was necessary for the D-9s to carry out protective patrols over the airfields while the jets took off and landed. As far as can be determined, in the closing weeks of this campaign, the majority of the D-9s on jet protection patrol did not carry the home-defence coloured bands on the rear fuselages. However, rare photographs do exist of line-ups of aircraft including Ta 1S2Hs where some do carry these bands. In any case, at this stage in the war, there was little time to apply them to aircraft so used. On 2nd January 1945, Allied Intelligence was presented with an opportunity to inspect one of CAMOUFLAGE AND MARKINGS Focke-Wulf 1904-2 of 9/JG2 at Cherbourg in July, 1942. Victory bar on rudder shows an RAF roundel in the centre. Inerestine Fw 190F-8 with Reich defence bands around the nose and diffused spray of grey over hellblaw 65 on fuselage sides. Fw 190F-1 with non-standard fuselage marking, aircrafi found abandoned on a German airfield after the surrender. Unusual feature was the early-type canopy. 5 Left. Close-up of the fuselage of the machine illustrated on Page 21. Note shroud over exhausts in front of turbosupercharger intake and neat access hatches: in May 1944. the latest. Fw 190D-95 when an almost intact example fell into Allied hands, The following report is quoted almost verbatim, with some explanatory editorial notes, and ‘the readers’ attention is directed to the very interesting com- ments regarding camouflage and markings. Report Following Field Examination, 2nd January, 1948 Crash of Fw 190 “long nose” at Wemmel near Brussels, Belgium, 2nd January, 1945 he crash was apparently caused by a partridge striking the coolant radiator. causing a hole several inches in diameter. The pilot made an excellent belly landing and the only damage done to the aircraft was in the belly and undersurfaces, The Belgian police were quickly on the job and mounted a guard, with the result that the aircraft has not been looted and the only damage done after landing was in the cockpit canopy which had been broken open to release the pilot. The aireraft is now on its way to R.A.E.* Farnborough where it will be fully examined. Report which follows is based on the first field examination; Identification markings: 12+ Werk Nr 210079. Makers’ code name NCC. The camouilage is mottled greeny-grey on the fuselage, with the green predominating. (See colour description in caption {o airbrush drawings of this machine.) ‘The upper surfaces of the wings are a rather brighter green than is usual with German aircraft whilst the under-surfaces of the wings are a light blue, The spinner is black with a white spiral (This description was not complete. Examination of photographs of this aircraft, taken soon after the accident in Belgium, show that the aircraft carried a yellow identifying colour panel beneath the nose, and a yellow rudder, both colours being plied in tempera colour, a washable paint that must have ‘been erased between the time of this examination and the aircraft's arrival at Farn- borough.) The aircraft has an increased fuselage length and is fitted with a Jumo 213A-1 engine. Technical Details of Focke-Wulf Fw 190D-9 Blower changeover: The automatic changeover is effected normall at about 9,000 fl. The pilot can over-ride this mechanism ‘and change the blower independently. At an excessive speed, such as in a dive, the blower is automatically changed to low gear. The width of the fin is increased by moving the stern- post approximately $1 inches further backward than that of other versions, resulting in an increase *Royal, Aeronautical Establishment Right. Experimental ZFR-4 telescopic sight, tested in fin area of about 2.5 sq ft. The engine unit is a complete power egg attached by four bolts at the fireproof bulkhead. The main bearers are of light alloy and are fitted to circular rubber bushings to which the engine is attached. The bearer struts are of welded steel, the strut on the starboard side being slightly cranked to clear the supercharger air intake. Coolant System ‘The two semi-circular coolant radiators are mounted around the reduction gear casing in a circular cowling to the rear of which are annular ills, automatically controlled by a thermostat mounted on the top of the engine crankcase, The gills may alternatively be adjusted by a control in the cockpit. An air duct is formed between the top of the two radiator segments. This duct conveys air via a pipe to @ box formed round the rearward facing exhaust stubs on each side; thence the air passes through ducts in the leading edge of the wing to provide warm air for gun heating. The two L-shaped coolant header tanks are mounted to each side of the engine. The starboard tank in- corporates a thermostat relief valve. The tanks are 34 imp eal total capacity (each contain 22 gallons of coolant) and are interconnected by a pipe running beneath the engine and by a small bore pipe which passes over the crankcase, ‘The starboard tank feeds into the coolant pump. ‘The coolant passes from the outer sides of the cylinder blocks to the top of the nose radiators. After passing through the radiators it is fed back to the coolant pump by a two inch pipe passing through the centre of the cylindrical oil cooler mounted inside the cowling beneath the engine. From the pump the coolant passes to the individual cylinder blocks Oil System There are two oil tanks at the rear of the engine on the port side. These are interconnected and the bearer strut passes through the lower one. The oil cooler is of the cylindrical type through which the coolant circulates. Coolers of this type have been found on Junkers Jumo 213 engines on a Ju 188A-2 described in a report of 26th May 1944. Oil is fed from the lower tank to a pressure pump on the engine. After circulating around the engine, it is collected by a scavenge pump and delivered to the oif cooler. Thence it is passed through the oil cooler and is led to a metal disc- type dual filter, the elements of which can be rotated by means of a lever. A relief valve in the oil cooler ensures that the oil is returned to the top of the tank, thus completing the circuit. Ayoedes (wor 13 dunt twyour or parseuuooueiuy a1ge> wouwes uM Of SOL YI uowurs tau OC I$] OW wsjuryoou gon ssn oy pa ‘uvuuayg AuoyUY fq UMeIC, ® Aemerny |-)ZG1 &L Propeller: A Junkers constant-speed hydraulic VS 111 propeller is fitted. The three blades are of wood and are fitted with balance weights on each blade housing. Fuselage The added portion in the rear fuselage consists of a parallel section 1 ft 8 in long. This houses eight oxygen bottles which are doubtless located here to act as ballast to help counterbalance the additional weight of the engine installation. Fuel Tankage There are three self-sealing fuel tanks in the fusclage for B4 (87-90 octane fuel). Capacities are: No. 1 (forward) main tank $1 Imperial gallons No. 2 tank 64 Imperial gallons Rear fuselage tank 25 Imperial gallons Total 140 Imperial gallons The 25 gallon tank in the rear fuselage is used to hold’ the methanol-water mixture when the MW 0 system is carried. A standard 66 gallon Grop tank may also be carried on the bomb slip. Cockpit Nery similar to the Fw 190A-8. The air speed indicator is calibrated up to $60 mph and has marks painted on the bevel to indicate maximum permissible speeds at various altitudes. These are: 0-2 Km 850 kph (528 mph) 3 300 kph (437 mph) 5 700 kph (435. mph) gl 600 kph (373 mph) 9 500 kph G10 mph) The revolution is marked as follows opposite various rpm: White mark opposite 2,400 rpm. (Weak mixture cruising) Green mark opposite 2,700 rpm. (Max. continuous cruising). Yellow mark opposite 3,000 rpm, (Climb and combat). Red mark opposite 3,250 rpm (Take-off and max. emergency). On the port side of the lower instrument panel is a simple ON-OFF cock with an indicator plate marked “Emergency power only with full load”. Two pipes are connected to the cock, one from the pressure side of the supercharger and the other to the “Kommandogerat” (Master Control Box). The cock is probably the means of over- riding the “Kommandogerat’, enabling it to control at a higher boost pressure than normal. (This has been confirmed after discussion with former Luftwaffe pilots.) A handle above, this cock is marked: “Notzug fiir Bieden Geir.” This Lejt. Damaged Fw 190D-12 at Rhein-Main, 1945. Note handle is connected by means of a Bowden-type cable to the K and is probably used in conjunetion with the cock to obtain maximum emergency power. Undercarriage This appears to be similar to the A-8s, Armament Two MG 131 of 13 mm calibre over the engine. Two MG 151 of 20 mm calibre in the wing roots, No gun fires through the propeller boss, this, installation being prohibited by the use of the VS 111 propeller, ngine Performance A German document mentions two forms of emergency power: 1, Emergency Power of 1,900 hp obtained by means of a cock on the instrument panel (already described) which is set to “ON”. An increase of 28 Ibjsq_in boost is obtained at 3,250. rpm, This power can be used up to 16,500 ft for a maximum period of 10 minutes at a’ time. If used at a lower rpm there is a danger of overheating the engine. 2. Special Emergeney Power with MW 50 (2,100 hp). This emergency power cannot be used for take-off but only in flight up to 16,500 ft for a maximum period of 10 minutes at a time. ‘The boost pressure is increased by 4 Ib /sq_ in ‘The document states that the system is incor- porated as follows: (a) Through a button switch on the right-hand side of the cockpit (b) Through a switch on the throttle lever, Which is used between 3,100 and 3,200 rpm, (©) Through a tumbler switch on the ‘eft-hand side of the cockpit. This is @ master switch, After the “Special Emergency Power” has been used for a maximum of five minutes, normal flight must follow before switching” on the “Emergency Power”. ‘The methanol-water tank holds 25 gallons, sullicient for approximately 40 minutes use Fuel Consumption Condition RPM GAL/HR Take-off 3,250-3,300 "134 Climb and combat 3,000 120 Max. continuous power 2,700 86. Continuous power 2400 66 (weak mixture) Economical cruising 2,100 S1 ‘The supercharger gear is automatically changed at 170 mph at 23,000 to 25,000 ft. Using Emergency Power and Special Emergency Power, speeds of 430 mph and 440 mph might be obtained at 16,000 ft. (End of Intelligence Report.) green crosses and red/yellow/red bands around the rear fuselage. Side of cowling shows the unit marking of 1/IG 52, a running boar on a blue and red shield (B. Gibbons). Right. Fw 190D-9, Wk Nr 601444 in fairly typical drab markings. Note the revised head armour and bulge at the top of the engine cowling where the guns protrude (M. Olmsted). Top to bottom, left to right. Fw 190F of an SG during servicing at Lumis, May 1943 (A. Dawkins), Booby-trapped Fw 1904-4 showing yellow markings of an SG on Catania aerodrome in August 1943 (A. Dawkins). Fw 1906-1 in immaculate finish, evidently with red lower cowling. Rare shot of. the prototype Fw 190C-0 being run up prior to flight tests. Tail unit has an extended wooden fin of increased area. A Fw 190G-2 fitied with two 300 litre sanks undergoing tests on a specially strengthened. under- carriage. A Fw 190A-5/U3 Trop with full load of one 1,100 1b and two 500 Ib bombs. The Hagelkorn (Hailstone) glider bomb designed for breaking up massed’ bomber formations. In this case the parent aircraft is a Fw 190G-3. Another unusual weapon, the Mistel combination consisting of a Fw 190F with an explosive-laden Ju 88. is i ! It should be noted that the above estimated speeds were regarded as possible in level flight, Post-war writers, namely ex-Lujiwaffe pilots, stated that these speeds were exceeded Aumerous occasions, especially during times great danger when the pilot had “bent the throttle” and applied special emergency boost to escape from a most dangerous situation. It has been recorded that Kurt Tank himself, during a test flight of a Tate model Focke-Wulf, had cause to apply emergency power to escape from a number of P-S1 Mustangs that were set on destroying him. Use of emergency power saved his life, Fw 190D-10 The pre-production aircraft, Wk Nrs 210001 and 210002 were Inter modified from D-9 to D-10 standard. No production was undertaken however. Armament on these versions consisted of an engine-mounted MK 108 with one MG 151 in the port wing root. Wk Nr 170003, formerly a D-9, was also converted to a D-10, but with different armament Fw 190D-11 The next version of the D series was the D-11 Prototypes were the Fw 190V-55 to 61 inclusive Most were rebuilt A-8s and were serialled as follows: Wk Nrs 170923. 170924, 170926, 170933 350156, 350157 and 350188. Unfinished projects included the Fw 190D-11/R20, which would have been identical to the prototypes except for the addition of an MW 50 high-pressure injection device and the installation of PKS 12 directional equipment, and the Fw 190D-11/R2i which was intended to be similar to the D-11/20 except for the addition of FuG 125 radio. Fw 190D-12 Proposed versions included the Fw 190D-12/R21 which was similar to the RII but carried no all-weather equipment. ‘The R21 would have carried an MW_50 high-pressure injection unit in the fuselage. The other version received the designation of Fw 190D-12/R25 and would have been powered with the Jumo 213 EB. One of the two D-12s completed was the Fw 190D- 2/RS, the former Fw 190-65, Wk Nr 350167 which ‘was originally a Fw 190A-8. This version was powered by a Jumo 213F-1 and carried MW high-pressure injection equipment to provide the enzine with boost power under emergency con- ditions. Armament was one engine-mounted MK 108 and two Wing root mounted MG 151s. Captured Fw 190D-9 redecorated in fanciful colours and markings bearing no resemblan German fighter scheme, The FE prefix indicated a foreign aircraft to be used for eval No production was implemented. The other D- prototype completed was the Fw 190D-12/R11, an all-weather fighter powered by a Jumo 21 with MW 50 boost and similar armament to the D-12/RS, This version went into series production in March 1945 at the Fiesler and Arado plants. In the short period to VE day very few D-12/RI1s were built Fw 190D-13 Two D-I3s were built as experimental proto- types, the greatest change being the use of an engine-mounted MG 151 instead of the MK 108. Fw_190D-13/ The RS was a project which was never built. This aircraft would have been powered by a Jumo 213F-1 with an MW. 5O pressure unit and armed with one engine-mounted MK. 108, and two MG 151s in the wing roots. Additionally, 69 gallons of fuel would have been carried in four tanks in the wing, Fw 190D-13/R11 The D-13/R11 was an all-weather fighter similar to the D-12/RI}. Armament was one engine- mounted MG 151, Two prototypes were built from A-8s and were serialled Wk Nr 732053, the Fw 190V-62 and Wk Nr 732054, the Fw 190V-71 Fw 190D-13/R21 The D-13/R21 was another project not built It would have been similar to the D-12/R21 Fw 190D-14 Two D-I4s were built and were produced from D-9 and D-12 airframes, serials being Wk Nr 200043, for the Fw 190V-77 and Wk Nr 210004 for the Fw 190-76. Each prototype had the Daimler-Benz DB 603LA engine which replaced the DB 603E_ engines previously fitted. The surrender of Germany cut short the testing of these. prototypes. Fw 190D-15 Using a Daimler-Benz DB 603E engine, this all-weather version was projected under the designation of Fw 190D-15/RI1, Coming too late in the war, this project was never built, While the Fw 190D was in production, parallel manufacture of the BMW engined Fw 190F and Fw 190G had been commenced and eventually, a total of 674 Fw 190Ds of all types was completed fo any known ation purposes: Armament and equipment; top to bottom, left to right. Two shots of groundcrew loading 2 cm rockets in launcher tubes on a Fw 190A-7/R6 (G. Ebers). A 300 litre drop tank fitted 10 centre section bombrack on a Fw 1904-3. An alternati ie-mounted tank arrangement shown on a Fw 190G-I. An RAF evaluation team subjects a captured Fw 190 to a close scrutiny. Neat construction of flaps is evident jrom this photo. Close-up of the Fw 190D-9's13 mm MG 131 machine guns. Port side of Fw 190D-9 showing die-cast engine bearers and details of exhaust system. The DB 603 engine as used on the Ta 152C seri it Drawn by G, Pentland. The Fw 190F series particularly showed considerable variation from the normal upper surface pattern, this being one of the more irregular examples of this practice. The machine is a Fw 190F-3 whose garish markings almost nullify any advantage conferred by the camouflage on the rest of the machine, Fw 1906-3 Drawn by G. Pentland A Fw 190G-3 on the Russian front, a machine of SG 1, the unit pictured on the cover. This aircraft in distinctive schlachteschwader markings showed the individual letter “T” under both wingtips but was unusual in that it did not carry the “Mickey Mouse” unit badge on the upper cowling, ©kamerrick i969 2 fess cece rea) ef I " teal Shell ejection edule, 0-11 only. FOCKE-WULF Fw I90D-9 SL FOCKE-WULF Ta 152H-1 FOCKE-WULF Ta 1S2H-I @KAMERRICK. 1969 Metal plate to sheld supercharger intake / Sata ue Ar 6 Original style canopy shown on this version Wing_temoved in side view to_show. ‘wing._toot_and_tuselage _ganel detail

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