D. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Siegertednifdhe Schule 4/Dv-Stelle | . 2. @. Rdok- | sugewiefen It. 1.4.) 90. ne APSR HF. | Bercinnahmt i om Zea. tE...| Sea (ee j¢¢ | Prijoummers_632___ kf (Effective July 1944) Issued September 1944Aircraft handbook contents o 1 2 3 4 5 6 7 8 General Fuselage Undercarriage Control unit assembly Flight controls Wing assembly Powerplant Engine operating and fuel supply system Armament installation Supplement 1: A-8/R? Bomb release system Special weapons system Special fittings Camera system General equipment Supplement I: PKS 12 Patin directional control Radi installationLuftweffe High Command jerlin, 5 September 1944 Chief of Technical Services Nr, 280513/44 (E*Ste, Re. E2V) I hereby approve D.(Luft) T.2190A-8 ~~ "FW 190A-8 Aircraft handbook (Effective July 1944) Issued September 1944," It is In effect from the date of issue. By order Wittmer: To reduce the preparation time of the Fw 190A~8 technical handbooks, the ar tists heve used some drawings orginally prepared for earlier marks of this elrcraft, Where there are points of dtffer- ence between them and the Fw 190A-8, they are morked with an asterisk (*}, See the generel arrengement drawings ettached es Annex A to Part 0 to resolve any differences.D. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 0 General (Effective July 1944) Issued September 1944General I. General data A. Specifications 1. Purpose ‘The Fw 1904-8 is a single-seat fighter eircraft possessing both © high top speed and good meneuver= ability, [1 can also be employed as 8 fighter-bomber carrying bombs, or as an extended renge fighter carrying an underfuselage drop tank. Fig. 14 General 2. Type of construction The alrcreft Is a single-engined, cantilever lon wing monoplene, of all-metal construction, with @ single vertical tall and retractable undercarriage. 3. Airframe «@. Fuselage The fuselage is composed of @ Dural covering over 0 monecoque frame, At Its forward end it is of circu lar cross~section to match the shape of the power= plant. At the rear end It is of ovel cross-sections It comprises two major subsections, the forward fuselage (firewall to bulkhead 8) anc the rear fuse- Tage (bulknead 8 to bulkhead 14). The engine bearer assembly is attached to the fire wall (bulkhead 1}. The cockpit end fuel tanks are housed in the forward fuselage. In an emergency, the cockp]t cenopy can be jettisoned by the actuation of an explosive charge. Armour plating protects the pilot against enemy fires ‘An equipment bay, accessible through hinged cover, is located in the rear fuselage. A fabric oulkhead, also located in the oft fuselage, prevents the suck- ing of engine exhaust fumes forward into the cock pit. b, Undercarriage The undercarriage consists of 9 two strut maln geer unit and a tailwheel, The teilwheel can be swivel led through 360° and can be locked Into position. Undercarriage actuation is electricels operation Is monitored electrically, by an undercerrlage position Indicator, and mechanically, by an indicator rod, The main undercerrlege members are attached to the main sper, retracting Inwards, When retracted, they are completely stored within apertures in the wing leading edge and are fully covered by feirings and During undercarriage retrection, the teilwheel is pulled up end held In place by 8 cable attached to the radius rod hinge point on the right undercar- riage leg. The lower half of the tallwheel remeins exposed after retraction, serving, in that position, ‘25 an emergency tall skid, «Control surfaces The horizontal end vertical tail surfeces are posi~ Hioned centrally on the tall unity the ailerons, outboard on the wing trailing edge. The landing flaps are positioned inboard of the allerons on the wing lower rear surface, d. Flying controls Elevstors and ailerons ore actuoted by the pilot's control sticks the rudder by foot pedals. Movement of the controls is accomplished through cables, OUZ flexible pusherods end belleranks. Through differ- entiel gears built into the elevator and rudder controls, the stick forces ere kept to @ minimum close to the neutral positions of these surfaces. Recently, In place of the rudder control differen tiel bellcrank, a torsion bar fixture (without differential movement) hes deen installed, The horizontal stabilizer and flaps are electrically actusted, Synchronized movenent of the flop drive motors 1S accomplished through synchronizing swi tch=Generel 02 2. Wing unit The wing Is of one piece construction, The main spar Is continuous, the rear spar Is divided by the fuse- lege. Wings and fuselage are connected ef both the moin end reer spars. Monocoque type construction, The main spar forms pert of the loner shells the rear spar, part of the Upper. 4, Powerplant a. Engine amt BOD ai rcooled, té-cylinder twin row radial engine with two speed supercherger, reduction gear= ing and engine cooling fan. A control unit (Kommandageré!) automatically edjusts and monitors eirscrew RPM, boost pressure, fuel mixture, Ignition timing adjustment and supercharger ‘owl tchover. b. Airscrew Three bladed adjusteble airscrew with constant speed unTt. In cose of the fellure of the automatic adjustment controls, or of the engine, the blades can be electrically positioned bye thumb actuated menual switch, Alrscrew diameter Is 3,30 m (10°10 c. Tanks Fuel tanks: Iwo self-sealing fuselage tenks with a total capacity of 524 Liters (115.5 gal). For- ward Sank 232 Liters (81 gall, rear tank 292 Liters (64.5 gall. A drop tank of 300 Liter (66.2 gal) capacity can be carried on an ETC 501 rack beneath the fuselage. O11 tanks A circular tank, protected by an armoured nose ring, with a cepacity of 55 LI ters (12.1 gal. An armoured ring also protects the ol! cooler. Hydraulic fluid tank (for control unit): The engine mounting ring serves as contalner. Capacity 5,6 Liters (4,94 atl. Primer fuel tenkt Gullt Into the rear fuel tank. Copacity 3 Liters (2.64 qt). Behind bulkhead 6 there is elso provision for the Instel lation of © Gel tank, 85, Liter (18.7 gel! cepacity, or an auxiltery fuel tank, 115 Liter (25,3 gal) cepacity. 5. Equipment a. Radio equipment Fug 258 — IFF transponder unlt FuG 1621 -~ Alr-to-eir and air-to-ground VHF communications and honing set . Built-in armament Fuselage: 2 x NG 131 Wingerootst 2 x MG 151/208 Wings: 2 x mS 151/208 . Armament modifications Various weapons Instel lations ere avallebie; the changes apply to the wing mounted weapons only. The sudsdesignations are es fol lowst Ang/Rt 2x 2 MG 151/206 Ax8/R2 2 WK 108 AA8/R3 2 Mk 103 B. Aircraft data 1. General measurements Dimensions Span severe + 10)50 m (348548) Overall engin 8,95 m (2084in) Height e+ 3,95 m 124114") Wingst Span 10,50 m (34tsim) Moximum chord 2,30 m (746") Wing eres seeesee 18,30 sqm (196.6 sq ft! Control surfaces: Horizontal tall eres s4, 2,73 sq.m (29.4 sq ft! Vertical tel! area se... 1,56 sqm (16.8 sq ft! Alleron area 1,93 sq m (20,7 6q ftl Flap area ses 1769 sqm (18.2 sq ft? Undercarriaget Track 3,50 m (11868) Nein tire dimensions ... 700 x 175 Tall tire dimensions .,. 350 x 135 or 380 x 150, Meinwhee! rims YOM/€-2090 8.2 or Andy yO/6-2061 At Tel wheel rims sree KPZ/@=3512 Be2 oF An? Neinwheel brakes ssc... hydraulte Gear retraction ses. electroamechanicalGeneral 2. Engine performance Rates altitude (wlthout éymemle alr pressured stpercharger Tor setting Aititude Power Speed Rem Tokecott and onergency porer ‘mtn ment spo 1703 a0 Cline one comet power 130 mini 2300 15002400 ‘Mexia endurance crul seo 13802300 oximun econony crulse m0 10882100 Retes altitude (nithout 4ynante elt pressure! ‘upercherger high eet Airituce Power speed " Rem Yej70 14202700 Chim ane comat power (30 min 17,400 13002400 maximum endurance crulse 18,000 1162300 acim seonony crate 170 9702100 3. Flight performance For detailed dete see the Flight performance 4. Weight data Mission type: a Flgnter operations with 2.MG 1519 and 4 m5 151/20€8 Boost pel pot tebles, ts Flgnter operations with 2 AG 131, 4 MG 151/206 ond Increeses IEE Elentertomeroperattons wlth 2 86 13%5y 4 MG 191/208, and ETE Vt Flghter-benber operations with 2 NG 131s, 4 Ag 151/20E6, ETC Sot iin a ETC B00-ts or 30-28 on ER adopter For mlsston typ05 1 end 11, 21mm rocket Launchers and also the edd ‘Tonal fuselage fuel tenk Gan be Instal leer on type 1 © W welont Empty welt o7s0 | e700 | oso | amo Additonal equipment ass | tos | 990 | 1160 7608 | 7000 | 740 | 710 za | 2 | me | an Fuel, forward 181.4 al 42 | az | aor | 2 Fuely reer (64.4 gel) soe | soe | soe | soe rep tenk (56.2 gat) —| ow) — | — 011 112.4 gat av fos | ome fae Amini ion a6 131 {2x 450 romds) | 170 | 170 | 170 | 170 Amant thon WG 151/206 Twingeroota)(2% 250 rownde) | 243 | 203 | 2 | oe ‘muni thon MG 151/206 Toutboorent? «140 rounds) | 157 | sr | aay | 37 Disposable welght on Ere sot | —— | —— | 140 | 650 Mintercesergency equlpment | 55 35 Es Lotded wetght L_s#s2e | soteor | sorzanne| tosoaee ‘nen Zinn projectiles end leunchers ere Inst eight is Increased by 624 Ibe ‘hon the 4 301-2 releases are flted to the ERA welght Te cecressea by 71 Ibay er At thls takecoft welght, the Hires are overloaded. Use incrassed tire preaaure. see Pert 2)" ond teke off only tran a paved rurmoy or hergy even Feld. tne alreratt tery olrcralt WIth the adel ttonal fuselage fuel tank, 115 Lr (25,3 gel) Ineralted, ‘he alroraft welgnt 16 Increased by about 265 Ihe. Fig. 21 Major dimensions4 Major components Fig. 34 Sulkhead end rib layout Aircraft assembly No Desi gnat ion ‘Attached to 10 1" Allerons. Engine bearer assembly Power unit Horizontal stablilzer Elevator Toll unit with vertical stablilzer Rusder Undercorrlage Tal twhee! unit Fuselage Wings Wings Bulkhead 1 Engine bearer assembly Verttcal stabi ltzer spar, apindie drive and antic stress freme/guide Horlzontal stabi !izer Rear fuselage Vertleal stabilizer Wing andu/e radius struts Tol! unit Fig. 41 Rajor components5 General 2. Covers and panels nokty| Location Purpose 23] 1 |Left fuselage between | Installation and renoval Nelety] Location Purpose bulkheads 26 10 of equipment in equip ment boy 1] 1 [engine coming, top [Engine servicing an¢ in 24/1 |Rt fuselage between | Externe! power connect ion spect ion butkheeds 10 & 11 2} 2 |Engine cowlings, side | Engine servicing and ine 25| 2 |Rear fuselage lifting | Lifting tube covers tet § left) spect lon tube 3| 2 |Engine comlings, vot- | Engine servicing and In 26] 1 | Vertical stabitizer, | Servicing taliwneel unit | | fon ter stent) spection left and vert icel stabilizer 4) 1 |Formerd fuselage, rt | Forward fuel tank filler 27] 2 |wing toner surfaces, | Extenston of ue falrings pipe cover rd lett when ETC 501 fitted 5] 1 [In fuselage ermanent | To open arnoment pane! 28) 2 |Wing lower surfaces, | Undercarriage loner fair= panel ria lett Ings 6/1 |Fusetage armament |Fusetege measons instel- 25| 2 |Wing roots, rt 6 left | Servicing, tastal letfon penet lation and removal ‘ond renovel of wing-root 2 [Bulkhead 1, rt & left | Access to rucder pedals etesne } i 30] 2 |Wing lower surfaces, | undercarriage upper fatr= 8] 2 |Windsceeen mounting | Fuselage weepens instet. unity rt 8 tett Tatton And: Penal ria lett ing 9) 1 |euikheed 5, lett controt surfaces locking 31] 2 Ning leading edger rt | Centre, wing leading edge cord stowage Jef, between nose | co 1 ee ae ' ribs 7°8 7e 10] 1 [Forward fuselage, rt [Rear fuel tank tiller 5 Hl pine cover 32| 4 |Wing lower surfaces, | Installation, servicing ziper side (left s| and removel of fla 11] 1 |eehind pitotts seat | Stowage bag cover flep Ftp between mide | drive rotors 42) 1 |Rt fuselage between | Oxygen and cir tank fIII- 33] 2 |Wing lower surfaces, | Installation and removal bulkheads 6 4 9 er pipe cover petneen miderivs 6 &| of u/c. Removal of wing 13) 1 |Forword fuse lege, [Hand hoté cover 7 gun cartridge casings left 34] 2|Wing tower surfaces, | Instatletion» servicing 14/4 RE fusetage between |First aid kit pelween mideribs 7 4) and removal ‘of wing guns bulkheads 11-4) 12 5 | tant ted} 35] 2 [wing toner surfaces, | Servicing alteron controls 18] 2 [Toll unity rt & left | Instellation, servicing between midaribs 9 & | and renoval of horizon a | tal stabilizer 35/1 | Rt fuselage between | Radio bat access pene! 16| 2 [Fuselage undersiaes, | to cover the u/c lower buliieads:6 3 tha left, seneath | wheel halves 37| 1 | Left fusetege between | Supplementary tank filler engine support frane bulkheads © & 98 pipe cover (Gut or extre 17| 2 |Fucetege undersides, | Installation and removal fuel fankd rhea lett, forward | of wing=root weapons of fuel tank cover | ammunition boxes to] 2 |Forward fuselage, rt [Servicing ané inspection S left ‘of engine accessor les 1a] 1 |Forwerd fuselage, [Fuel tanks installation undersides ‘and renov. 20| 1 |Fuselage undersides, | Equipment trough cover between bulkheacs 8 as 21| 1 |Fusetage undersides, |Sotton shel! access cover between bulkheads 9 aio 22) 1 |Forwera fuse tage, | Entry step cover plate leftGeneral os 1 = Fig. 51 Covers ond penel's I. General maintenance instructions A. General servicing instructions This section Includes all Instructions required for general servicing duties. 1. Threaded plugs Before use, carefully clean threads with @ clean rag. Due to the danger of explosion, ensure that Oxygen connections are kept free of oll and grease. To prevent seizure of bol! threads, sneer them with Graphite paste before use, Cover screws with tape after removal. 2. Loose rivets In deciding whether or not @ rivet Is loose, consic- er the followings 1, Truly loose rivets rarely occurs they are almost always due to poor workmanship. 2. Rivets with black rims around their heads often considered to be looses from past exper~ ence, however, they ere normally not. The for~ mation of these rims Is caused bye neturel sett ing*, due to stresses within deeply molded metal ponelling (see Ugh 11 11.9 Sheet 1. 3. Rivets are looses a} when they can be moved by @ probe or similar instrument biwnen they are seated at an oblique engle (loose rivets which were pushed through the skin at an angle!: 1 when @ 0,1 mm thick probe cen be inserted bet~ ween the rivet head and the sirereft skin up to the rivet shaft (caused vy joining @ strong component 10 @ week skin). 4y Rivets are not looser f@) when they only have black rims; b) when @ probe cannot be pushed under the heed, ret 5, Rivets, a8 described In pares 3a) through cl; must be replaced during overhaul. 3. Push-red connections During installation, the depth of pushrod connector screws can be checked using the connector Inspection hole, when Inserted, the Inspection probe must con tact the screw threads, Protect sell-bearing bushed push=rods aginst dirt (grease and wrap in oll Paper}.or Generel 4, Covers and panels Covers and access penels mst fit properly end close fully, The engine cover tension locks must, when locked, remain under tension. They are so designed thet the lock cover can be closed with normal hand pressure, pes and tubes ALL open pipe ends are to be sealed with caps, or other similar means, to prevent the entry of dirt and foreign objects, Lines, where abresion cannot be avoided, must De covered with leather. Before the engine is first run, and before installation of Its fiftIngs, the lines must be checked with air pres— sure. The tines to be checked must de tightly sealed and Then tested using © line pressure about 50% greeter than maximu eystem pressure, After the air is shut off, the lines must not lese more than 58 pressure in'5 minutes, Leakage Inspection of fluid bearing lines is corried out while the engine is running on a test stand. Upen thelr reaching system operating pressure, check the lines for leaks. Pipes and tubes ere coded with coloured rings, or glued-on coloured bands, in accordance with DIN 5, Yo identify the circuits to which they belong. 6. Cleaning the painted surfaces Cheek the condition of the external painted sur~ faces, Carefully remove oil and engine exhaust deposits with "Ikerol 237" detergent, Then, thor ~ oughly rinse off these sreas with we ter and dry them. Cleening the external paint with ges, Senzol, terpentine or alcoho! mixtures, even if they are in diluted solution or in paint thinner, is forbidden, These solvents wit loosen the paint To recognize and thea remove corrosion damage, the aircraft must be cleaned from tine to time, and especlally during overhaul. After dusting off the cutside surfaces with @ soft~ haires brush, wash off the firmly fixed dirt with clean, luke-warm water. Cr) wash then with 9 weak, non-alicail soap ond rinse with water, Afternards, wipe off the aurfaces with sponges and rags. Clean the main and tail wheels frequently with water end brushes to remove any dirt. The "Paint Chart gives Informetion az to tne care of paint epplied to steel and eluninum parts. 7, Cleaning plexiglass To remove dust end dirt from Plexiglass surfeces, cleen then with water at 40®C to 50°C, epplied with 2 netural or viscous sponge, ana then buff éry with @ polishing cloth. To cut through the heavier dirt, 43 Viquid soap or sode. "Glesurit-Aircraft cleaner® with water, Ina 1420 solution, cen elso be used When buffing @ wet glass panel, put some *Plexipol Ii" on the buffing cloth. The use of abresive or oly polishing =, scouring =, or varnish conpouncs, or of gas or Senzol, is forbidden (the glass panels Wit become opaquel. Remove varnish, grease, of or paint with "Sengajel". During buffing, remove any remaining grease and oi! with "Plexipal 11", Rub aml! scratches and opaque glass panele with "Plexipoi I until the problem is elimineted, Then finish off the job with *Plextpot 11%, Small scratches cen elso be removed mechani- cally with a twill feoric buffing whee! and pol ish= Ing compound. Before painting the sircraft, cover all glossed arees with of l-peper. Further servicing information Is Included In tuftwaffe pamphlet Ko. 1/95 of 3.8. {938--4FIIght Safety Inspections ano Requires Equip= ment™, The sane parohlet includes maintenance Instructtons for the bulleteresistant glass pene! ‘and the windscreen side panels. 8. Overhaul TAGL No. 257/42 provides for on elrframe inspection cycle of 200/8, This means that after 200 engine hours @ partiel over neul, end efter flve partial overhauls 2 complete overhaul takes place. Av Inspection cycle of 100/? hes been set for the Si” engine. A. complete overhaul is to be cerried cut only at @ Maintenance Depot. If, over the space of @ year, no partial overhaul 1 carried out on the engine or airfrore, a special inspection is to be carried out to confirm the serviceable condition of that alrfrane or engine, end so permit it to retain lis status. After 200 fake-offs carry out an under~ carriage ectuation test. B, General instructions for aircraft assembly and disassembly 1. Basie instructions Avold the uce of unsuitable tools, Use specia| tools only for their prescribed tacks, Cerefully plan each Jeb before beginning it. Ensure that the electricel Cireults are disconnected so that Inadvertant trip= ping of cwitches won't cause an accident. Fire= fighting equiprent should be positioned near the Work area, 90 NOT approach en sircraft with en open flame, or smoke in the work ares, Only use elect ricel equipment that Ts fitted with » spark suppres= Sor. During art iling, ensure that either no red-hot chips ere generated or thet edequate ceollng of the drill bit Is mainteined,General 2. Aircraft walk zones For working In or on the aircraft, wear only soft soled shoes. For stepping on the outer wing panels, first ley the mats provided. Fig. 61 Alrcreft walk zones 3. Placement of parts and tools To avold danege to removed parts, remove them com pletely, on padded sheeting or matting, out of the work area. Tools required for servicing end overhaul must be carefully placed on padded sheeting on the aircraft, After Job completion, © foreign ob jects check mist be carried out before the first flight. 4. Marking of parts For major disessembly tasks it is adviseble to inme- dietely mark each removed part, and so ensure smooth work flow during reassenbly. Specie! cere must be teken to correctly mark the control stick control rod attactment points and the related push= rods. 5. Control wire and cable tensions ceble tension Is to be measured with on Fa-ten meter, New cebles mst be prestretched after sp ing. C. Lifting and trestling Lifting The short lifting cable is places around tne rod tn the rear fuselage, the long one around the lifting Iuge on the engine mounting rings both cedles ere attached to the sane lifting hook, After liftingy the sircraft hangs in a wellabalances positions If Is steered, during movement, by a cable ettached to the tei wheel, Fig. 74 Lifting the alrcraft 2. Trestling Fig. 8M Trestling the alrcraft The elreraft is to be trestled only on the trestle points provided on the undersides of th Left wing panels behind the uncercarr polnts, The rear fuselage is placed in a sling, lifted, end after placement of the lifting rod onto the reer fuselage trestle (W8.190,00-1021, Is re~ leased. Important! The rear fuselage trestle mot heve 2 70 kg (157 Ib) weight edded to It when the complete air craft, Including engine ond tail unit, is trest leas when the tall unit Ts removed, this weight mist be Increased to 175 kg (386 ID). If @ rear fuselage trestle (B-190,00-102) Is not09 General available, @ makeshift arrengenent is possible, In this, tne rear fuse loge [s supported by © suffi- ciently long lifting ber, between two suitable trestles end is weighed down as indicated above, The rear fuselage trestle, W8-190,00-105, is used for trestling only the aircraft tails The trestle Is placed in the designated position beneath the reer fuselage, and wheel chocks are placed bath in front ‘of ang behing the mainwneels, D. Towing Towing cen be cerries out with eftner a towing crew or toning venicle. When towing with @ vehicle, avoid pulling if rearwards (Teil strut fracture! _ fa Fig. 9¢ Towing with @ towing venicte Fig. 11#2 Towing rearward with @ towing crew The towing cables are inserted through lcops on the upper shock struts, A forked bar aftached to the wheel Is used to steer the aircraft. Avoid backing up the alreraft during towing. When t rereft with a towing crew, ensure that the ‘ontroll surfaces are not pushes against, To tow the sircraft rearwards using 8 towing crew, slide ® pipe lor tue), sufficiently long to al low room for two men pushing per side, through the Iifting tube, One man Randles the forked tai lwhee! Before toxingy first ensure that the tellwhee! tock ing unit is disengeges, E. Anchoring and covering Fig. 128 Aireraft anchored end covered Aircraft left steading in the open mist be anchored, te feur ground anchors, and covered, Place whee | Chocks in front of and Dehind each’ mainwneel, The control surfaces locking cord 1s hooked onto th» left rudder pedal end connected to the control column. The various control surfaces ere held in position by gust locks, For temorary parking In calm weather conditions, use of the control surfaces locking cord is sufficient. At the front, the aircraft is anchored by the towing loops; at the rear; ay the rear fuselage lifting tubes The sircraft rear anchoring line is inserted in oneGeneral t0 side of the lifting tube, is pulled slightly more than half way through, wrapped over the fuselage, reinsertes in the lifting tube, end pulled through to the other side, The airscrew must be so positioned thet one propel~ ler blade points vertically upwards. The eachoring lines are pulled tight, In case of rain, the lines mist be loosened as they will con trae t when wettened, On the other handy in stormy weather high winds!, the lines must be tightened, The powerplent and forwerd fuselage are covered by @ Single sheet. Pullover covers are also provided for the airscrew spinner, the pitot tube and the cennon borrels. vFw 1908-8 (os enduring ham AH wnnpens stem Fw 190A-8/R1 7 oh 309 dng tr etched "1808 Stes oat ter "owt 4 Behe om me igs igs 2 Seen tiegeiae bere 2 es ae om i ul ae R Seer aT ot ot 53 otD. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 1 Fuselage (Effective July 1944) Issued September 1944o Fuselage Description The Dural fuselage, of monocoque construction, 1s of circular cross-section at the forward end for match= Ing to the radial engine; end of oval crossesection ‘at the rear end for matching to the teil unl? The fuselage Is 1d into a forwers section (1,1) ond e reer section (1,21, The fuselage forward section comprises the wind- screen framework (1,3), the engine dearer assembly (1,4), end the fuel tank cover panel (1,5), Fig. 1#: Fuselage A. Forward fuselage Fig. 21 Forward fuselage Fig. 31 Fuel tenk cover pene! The forward fuselage (Fig. 2) extends from the #1 well (2,1) to Bulkhead @ 12,2), Cn the firewall are the atfachnent points for both the engine beorer assembly (2,3) and the wing mein spar (2,4), The wing reer spar attachment points are on both sides of Bulkhead 4, It contains the cockpit (2,6) and the fuel tenk compartment (2,71, The latter ts encloses by the fuel tank cover panel (Fig. 3). The seat mounting frame (2,8) closes off the rear of the cockplt. It comprises two frane segments, attached to the fuselage sides, and includes integral seat edjustment channels, Fig. 4#1 Rear fuselageFuselage 02 B. Rear fuselage The rear fuselage (Fig. 4) consists of @ lower shell [4)1), Left and right shells. (4,2 and 4,3), en upper decking (4,4), as well as a fabric panel (4,5), and a rear frame Containing mounting points for the tail unit (4,5), The shells are composed of frame segnents, longerons and outer skin panels, The loner frame shell seg- ments are so constructed as to alo serve as plat— forms for the Oxygen bottles, transformers, etc.s wht Le the side shell frame segments cerry the W/T platform supports, The equipment access panel (4,7) is located In the left shell, Its hinge being screwed onto the shell. The panel, Internally strengthened, Is held open by a folded Strut, and is held closes by four quick-release fasteners which slide Into the side shell. A tube (4,8), designed to accomodate a Ilfting ber, forms pert of Bulkhead 13, The upper decking (4,41 is composed of two skin penels, riveted te 9 U-shaped channel which acts as 2 guide for the cockpit canopy centre roller. Fig. 51 Sealed panel A seeled pane! (Fig. 5) prevents engine exheust fumes from being sucked forward Into the cockpit. The cellulose acetate line sheet (5,1) is held 1a plece by @ ceble (5,2) which Is stretched over the Tolled inner edge of the freme (Bulkhead 12), and Is secured by a tension lock (5,3), Rubber collers (5,41, enclosing alloy bushings, permit the passage of control cebles thrcugh the penel. C. Windscreen unit The windscreen unit (Fig. 6) 1s penelled with three sheets of bullet resistant glass (6,1), The mounting Figs S¥1 Windscreen untt bracket (6,2) serves also as wespon, gunsight and Instrument panel cerrler unit, as well es fuselage armament cover hinge polnt. A selfasupporting welded steel frame (6,3) forms the Fear support for the gless penels, D. Engine bearer assembly 2 1 2 ' Fig. 71 Engine bearer assembly The engine bearer sssenbly, onto which the engine mounting ring Is secured, Is built up of steel tubing and welded fittings, These fittings include threaded sockets (7,2) for attactment to the engine mounting ring, and slotted lugs (7,1) for et tachment to the firewall, E. Fuselage fittings The pilot's seat consists of @ Dural pen (8,1) riveted to an ermoured back plate (8,21, The seat is attached tothe channel sections (2,3) at four points; seat adjustment levers (8,4) are mounted on the upper ettactment points, To lock the seat Into position, Ilft the levers; this Inserts the lock studs Into detents In the slide rails, To release the seet, simply rotete the levers Inwerds, ‘A baggage compartment (8,5) Is situated behing theFuselage Figs 81 Fuselage fittings pilot's seat, A retractable entrence ladder (8,5) Is pos! tioned on the fuselage left side. It Is locked in the retract- ed position by spring-loaded lever In the ledder guide rods. To loner the ladder, depress the ladder extenston button (8,7). Fresh alr enters the cockplt through e ventilation tube (8,9), A valve, positioned on the fi rew permits fuil adjustment of the alr flow. A rod from the valve fo @ lever on Bulkhead 3; the | Is ectuated by ti 1 foot, For the functioning of the cooling flep actuation rods, see Part F. Fuselage covering Ye covering comprises the units listed In the following pege), when the elrcreft Is trestied, secure the fuselege farmanent cover (9,5) agalnst inadvertent closing by ooking the shoulder straps onto It. The wing-root armament doors (9,3) are held open by brace struts. Fig. tor CanopyFuselage 04 Fig. 91 Fuselage covering 1. Canopy The canopy (Fig. 10) consists of e steel frame (10,1) with Plexiglass panelling (10,21, The unit moves on bell-pearing rollers (10,3) In channels set Tn the fuselege upper decking. Within the cenopy is positloned the head armour (10,4) whlen Is held in Place by a steel retaining rad (10,5) and by tno cables, The canopy 1s opened end closed by a hand crank (14,11, delving 9 rack-end-pinton gear, located on the cockpit right wall, To prevent the canopy from being moved resrwards beyond the end of the drive section (11,2), its last tooth Is loceted 39 nm (4h In) fron the formerd end of the section. At rest, the spring-loaded crank handle Is held io place by @ stud in the handle (11,5); this stud fIts Inte metening holes errenged around the circumfer= ence of the circuler base plate (11,4). To turn the crenk, keep the handle pulled out, The cenopy can be opened from outside by simulteneously turning ané depressing @ spring-loaded, notched thumb screw, positloned over the crank exle on the fuselage right side, The canopy is jettisoned by an explosive charge (1,12) which Is ectueted by firmly depressing the red’ jettison lever (11,51, As the lever Is depress. ed, It causes 9 bushed strut (11,20) to raise the hood drive sect lon (11,2) from the pinion wheel (11,6); and similteneously’ rotates the sefety pow! (11,10) to release the firing pin (11,111, The outer tube (11,13) of the Jettisening mechanism Ie attached to the reer of the canopy. it contains the Inner, or flringy tube (11,14) which is fitted with three’sealtng rings to maintain e tight fit. The outer tube which serves os the canopy guide05 Fuselage Fig. 11 Canopy jettison mechentsm during normal opening and closing, is fitted with two rollers (11,151 which move Inside the upper decking channel section (11,16). If the aircraft is to remain on the ground for any length of time, safety the jettison mechanism with a wing eeren (11,17). 2. Fuselage side panels By hooking the atteched cables to the engine beerer assembly, the side panels (9,4) can be positioned horizontally, When so positioned they must not be Stepped on Opening and closing the side panels By opening or closing these penels in an incorrect sequence, one can, In tightening the screw lock (12,41, exert a force sufficient to elther distort the panel rivet holes or the pane! itself, The following sequence MUST, therefore, be followed in opening or closing the panelst To opent 12) Open the quick-release faster toggle clips (12,215 b} Loosen the screw lock (1254 will automatically spring cut of Ff 12,1) and the The hook (12,3) 1s guide, To closes fa) Lightly posttlon the panel; then with the head of the screw, probe for Its attachment bases b) ° a 8 Fig. 12: Fuselage side pene! Place the two clips In position, but dontt lock them, Leave the quick-release fastener opens Turn the screw tock until further rotation be- comes difficult, At this point the pane! hes the required tension; Give the corner of the panel over the hook = Solid blow of the fist fo force the hook over e Founded horn en the engine mounting rings Rotate the serew lock until Its tights then lock the cl tps and the fastener,Fuselage G. Equipment 1. Radio installation The radio geer Is located In the forward fuselage between Bulkheads 6 and 6, A hinged panel on the fuselage right side provides eccess for equipment adjustment. This gear Is provided with two antenne unttsy ney @ Tashoped wire, stretches between the vertical si Fi izer end the sliding canopy, entering the reer upper fuselage via a frequency matching devices the Second, 9 fixed rod, is located beneath the left inner wing penel, 2. First aid kit The first ald kit Is contained In a helder on the fuselage right s14e, Access to It Is provided by o hinged cover secured by quick-release fasteners. 3. Oxygen botti The Oxygen equipment consists of three sets of opherical steel bottles, all mounted on a reck In the equipment bey. 4. Flare pistol The flare pistol ts secured by a rupper sleeve mounted on the cockpit right side of Gulkhead 3. Its ammunition is stored beneath the right Instrument console. vD. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 2 Undercarriage (Effective July 1944) Issued September 1944ot Undercerriage l. Description A. Main undercarriage u! 1. General Fig, 14 Undercerrtage unit The sircraft has @ two strut main undercerriege unit (1,4) which 1s mounted on the main sper and retracts Inwards, When retracted, the unit fits into aper- tures in the undersides of the wing (1,2) and the fuselage (1,3). The fuselage apertures are either fully covered ‘by hinged doors (1,5), ory when on ETC 501 rack Is fitted, partially covered by fixed panels, The underwing epertures ere sealed by fair- ‘ings (1,6) attached to the undercarriage struts, The main gear Is both retracted and ‘extended elect. rically, A cable attached to the right undercerriage member causes the tailwhee! (1,7) to retract simul~ taneously with the main gear, 2. Main unit construction ‘The main gear conststs of two EC-oleo shock struts (2,1) whieh have, at their upper ends, right-angled, tapered mounting as sembIles (2,2); end at their lower ends, housings (2,3) for the cantilever axless A scissors’ unit (2,4) connecting the upper end lower shock strut members, absorDs torque stresses and ensures proper main gear tracking. Each main geer strut Is retracted end extended Individually by @ rotating drive unit (2,5) powered by on electric motor (2,613 bolted together, they ‘are mounted on the mein sper. To retract the main gear, the drive unit rotates the upper redius rod (2,7) which pulls up the lower Fig, 2: Main gear unit (with wheel doors fitted) Fedius rod (2,8) and with Tt the shock strut (2,1). The main gear members ere secured in the retracted position by powerful locking hocks (2,9), A seeled air—Jeck (2,10) is attached, at one end, to the drive unit end, ef the other end, to an attach ment point within the wing leading edge. Ouring retraction it is compressed; subsequently, aiding in the undercarriage lowering. In the event of elect rical fallure It ensures full undercerriage exten= sion, The tallwhee! retraction cable (2,11) Is attached to a rod on the right shock strut radius rod hinge point. 3. Up-lock mechanism The main gear up-lock mechanism consists of two locking un tts (3,1), spurs on each shock strut (3,21, and 2 DUZ-flexible cable (3,3). The operation of the up-lock system Is described below.Undercarriage 02 Fig. 31 Locking mechenism Operation Unéercarri age operation is controlled by push buttons located on the cockpit left instrument console (411, The undercarriage retraction button Ts secured’ egsinst eccldental activation by a sofety cover (4,2). undercerrlege retraction Mter attaining the required minimum altitude, retract the undercarriage by flipping up the red safety cover over the "Ein button and depressing that button, This couses the locking hooks to open the electrical drive motors to start raising the In the last portion of the retraction cycle, the Shock strut spurs come In contact with the lock- Ing unlt hooks which are then forced up end locked In place; securing the undercarriage and simul tar e@ously switching off the electrical motors. Th position Is indicated by the Illumination of the Fed Ilgnts on the undercarriage Indicator unity In addItion to the electrical monitoring of the gear position there Is also mechanical moni tering, In the form of en Indicator rod (5,1) for each strul, The top of the rod Is {lush with the wing upper surface when the gear Is retracted. Undercerrlage extension To loner the undercarriage, depress the tAust Fig. 41 Undercarrlage controls button, This causes the locking unit nook to open, releasing the undercarriage legs, and starts the electric motors. When the gear is fully extended end locked downy @ microswltch on each upper radius rod automatically switches off the drive motors. This position Is shown by the Illumination of the green Ughts on the undercarriage Indlcator unit. The Indicator rod (5,1) shows full main gear extension when the white band at Its bese becomes vistbley While only the red portion of the rod shows, the ‘gear Is In en unsafe conditTon. The Indicator rod (5,1) Is attached to the rotating Fig. 5t Indicator rod mechanismos Under cerriage drive outer cover (5,21, and 1s led through the wing upper skin by e bushed Spherical beartng (5,3). Emergency underearriage extension Th case of failure of the electric motor, the main gear can be lowered by pulling the emergency gear extension nendie. This manuel ly unlocks the shock struts, which, with the help of gravity and the sealed alr-jacks, then fully extend, If the elect Ficel montforing circultry Is also unserviceable, ensure that the white bands on the indicator rods are visible, Main tires Th: ‘-oraft main tlres measure 700 x 175 mm with SOU mn dtaneter brakes. 6. Braking system Fig. 6t Braking mechanism ‘The breking system consists of @ hydraulically ectusted brake shoe (6,1! on each main wheel, brake lines (6,2), end a hydraulle pump (6,3) attached to each EC-rudder pedal (6,4), The wneels con be braked Indlvidually. The brakes are energized by toe pressure on the rudder pedelss causing hydraulic fluid to move down the lines to the brake shoe servos, forcing the shoes against the breke drums, Removing pressure from the brake pumps releases the brakes, The brakes operate on the Duo- Servo-Principle. | doors Undercarriage fairings & wh: Fig. 71 Wheel door actuation unit The apertures In the undersides of the wing and fuselage are fully sealed, upon undercarriage retraction, by two-plece fairings (7,1 end Fig. @) fIxed to the shock struts, and by hinged wheel doors (7,2) (flxed Fairings are substituted for the doors when an ETC 501 rack Is fitted), The wheel doors (7,2) are attached by hinges (7,4) to the engine lower support unlt (7,3), end are opened and closed mechanically by the movement of the main gear. Wntle the undercerrlage Is extended, the wheel doors (7,2) are kept open by the tension of the spring (7,9) connecting the wheel door struts (7,5 and 7), During the final phase of undercarriage retraction, the molnwheel presses up against 9 plate (7,10) on the underside of the upper strut (7,7) forcing theUndercarr lage 04 Fig. Gor Wheel doors the whee! door to close. The door Is locked up by & spring-loaded catch (7,11) which engages the main gear loner falring (8,4) (See also Fig. 9). During undercarriage extension, the action of the strut spring (7,9) forces open the wheel doors, When an ETC 501 undercerrlage reck Is fitted, the whee! doors are replaced by whee | fairing plates (wheel door struts are also removed), To decrease the uncovered ares over the wheels Caused by the Fige 10: Undercerriege (left) retracted8 Undercarriay removal of the wheel doors, the main gear fairings (7,1) are lengthened by screwing an extension plece onto the bottom of the lower fairing (8,4), B. Tailwheel 1. General Fig. 111 Tol lwnee! extended The tallwhee! 1s retracted simultaneously with the matn gear by a tellwheel retraction cable et tached to the right undercarriage leg which raises It into the vertical stabilizer and holds It there. ‘The tal Iwheel cen be rotated through 360° and has & centering lock. A febric cuff (11,13) prevents dirt from entering the upper portion of the tallwneel unit. Fig, 121 Tailwheel locking unit 2. Tailwheel unit construc The tellwhee! unit Is composed of on EC-shock strut (14,1) topped by @ combinetion roller unlt and down lock (11,2), @ mounting arm (11,3), a forked housing (1,4), anda tallwheel (11,5), A’érag yoke (11,6), attochéd to bath the dlagonal Spar (11,7) and the mounting erm (11,3) by bushed bearings, guides the movement of the fallwneel unlt and absorbs horizon— tal stresses on it. The locking unit (11,6) Ts linked to the elevator ond Is activated when the control stick Is pulled fully back (see Fig. 12). During take-off this cen be used to prevent tall- wheel shimy and possible ground looping. When the follwheel Is extended, the dow-lock Is wedged Into fan enlarged cavity af the base of the shock strut guide (13,10), If Is held there by the heavy duty spring (13,12) to which It Is attached, During undercerrtege retraction, the retraction cable (11,11) pulls the rear end of the dovn-lock out of the guide cavityanagains! the force of the spring (11,121—-and up the guide (11,10), When retracted, the tailwheel Is not locked Into positton, but is held In place by the tension on the retraction cable. The mounting arm (15,5) 1s drawn up through the drag yoke (13,6) to rest against the dtegonal spar (13,7).Undercerr tage 0 Fig. 134 Tallwneel retracted 3. Emergency tail skid Wen It Is retracted, approximately one half of the tellwheel remains exposed end so cen serve as on emergency tall skid, C. Monitoring unit The electrical monItoring unit shows the pflot the position of the main gear, Tallwheel position Is not monitored, Mleroswitehes on the maln gear radius rods and In the locking unlt Indicate, through red or green Hghts, the main undercarrfage position, Fig. 141 Teilwheel retraction system D. Ad nal undercarriage details Fig. 191 Locking unitor Undercarrtage Fig. 161 Moin geer lower strut 1g. 178 Loner fairing attachment IL. Inspection the mein gear and taliwheel tire pressures the unloaded shock struts must bes shown in the fol lowing table: Main gear 25 etu (365 pst) Teke-off welght —Mainwheels Tal Iwhee! Tallistrati = ali atu tSeipelh up tokg (bs) atu pst atu psi Check for a secure fIt of the shock strut leather sleeves as they protect the sliding surfaces of 4500 Sood p00} VS OND. the struts from sand, dirt and dust, 4600 0170 5,28 77-3 5,00 75,7 4) Carry out a dally check of the sealed air-jack 4900-10830 5,50 81.0 9,00 73,7 pressure, Specified: 95 atu (1400 psi). During het weather, ensure that the stated tire Vv prestGras er'e nol Secveded by more than O73 af Wat pelle. check for tire creep by conering’ the ea forks on the tire ané rim hore Then 3 mm Sleplcemant’ Ie not permitted 2) check braking system for correct pressure ond the rake pedala' for permlccibie play. 3) Oheck the main gear shock struts for loss of ols Wise, odd Spinaie olicoreen in sccoraence with the appropriete InstructTonsy The presaure withinD. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 3 Control unit assembly (Effective July 1944) Issued September 1944or Control unlt assembly Description A. General The control unit essenbly consists of the horizontel stablitzer and elevators (1,1), the verticel stepi~ Mzer end rudder (1,2), the ellerons (1,3), and the landing fleps (1,4). The control surfaces have no servo trims, only ground adjusteble tabs, The hori= zontal stabilizer cen, however, be electrically adjusted, in flight, for chenges of trim, ALL control surfaces have mess belancing, and are, except for thelr leeding edges, fabric covered. Fig. 11 Control unlt assembly See Part 4 concerning actuation of the control surfaces end the lending f ep B. Elevator unit The elevator unit hes e symetrical sirfoll, hes rounded ends, end Is of trapilzoldal shepe. Its Lead Ing edge Is on the fuselage longitudinal axis wile its rotetional axis Is positioned 11,5 mm (0,45 In) above It, It consists of a one-plece horizontal stabilizer (2,1) and two elevator halves (2,2). The horizontal stebiiizer (3,1) is of Aluminum construction with 8 one-piece spor, Basically, it consists of en upper end lower ‘shell, riveted Fig. 2t Elevetor unit together, to which ere screwed the | (3,21 and the tips (3,3). The stabilizer Is attached to both sides of the Si agonal sper by a pivotal mounting. Its leading edge upper attachment point connects fo an electric motor through 9 drive spindle; thus permitting stobflizer adjustment, Verticel stresses ore pessed through the drive spindle to the vertical stabilizer (see Fig. 7). Sidewards movement of the stebilizer Is prevented by 2 trianguler stress frame (7,3) which Is connected th the leading edge lower eftachment point end to the tall unit forward bulkhead. ding edges. 1. Horizontal stabilizer The horizontal stabilizer Is actuated by ® spring Fig. 31 Horizontal stabilizerControl unlt assembly 02 loaded switch located on the cockpit left instrument console, and can be moved between +4° and -1* (see Pert SA’ under I1[., 6. Horlzontal stabillzer= =Incidence indicator* and Part 4 "Flight Contro 2. Elevator The elevetor comprises two interchangeable half units, each of which Is attached to the stabilizer by three pivot bearings (4,1). The elevetor halves ere joined at thelr spars and leading edges (4,2). The elevetor actuation lever is positioned between the two flanges (see Fig, 7). Each elevator helf unit consists of two frame panels, @ sper (to which the leading edge is rivet e41, end ettached ribs, It Is fabric covered, The elevator Is both aerodynamically end mass bal - enced; in addition, It has ground adjustable trim fobs (4,4), Fig. 42 Elevator half unit C. Rudder unit The centrally mounted rudder unit consists of the vertical stabilizer (5,1) and rudder (5,2). 1. Vertical stabilizer The vertical stabilizer and tail unit comprise & single unit which screws onto the fuseloge rear sect lon (attachment bulkhead) (5,3). The vertical stabilizer consists primarily of left (6,1 and 2), fend right (6,3 ond 4), panels and 9 diagonal sper (6,5). The panels are stiffened by ribs; and capped by'a formed leading edge (6,13), end 2 rounded tip (6,11), The diagonal sper (6,5) carries the forged Fittings for the tailwheel drag yoke (6,17), the horizontel stabilizer (6,161, and the teilwnee! retraction coble pulleys (6,14), In addition, the tal iwheet shock strut guide (6,15) is attecned to it, Within the vertical stebilizer are also positioned: the Fig. 6: Vertical stabilizer construct fon (left panels removed)os Control unlt assembly elevator differentiel bellcrank (7,121, the horizon= tal stabilizer trim moter (7,10), the tallwhee! unit, and the three rudder attachment fittings (6, 18.20), A large Inspection door (6,21) In the left upper'penel permits servicing of fhe tellwhee! unit. The horlzontal stabilizer passes through the tal! unt. To protect the Inside of the tell against dirt, @ fabric cuff (6,221 Is fastened fo Rib 11 (6,9), and secured to the tallwneel shock strut by an elastic band. The taliwheel extension spring passes through the cuffs this spring attaches to the tallwheel! down-lock and toa fitting on Rib 12 (6,10), At Its forward end, the fabric cuff Is secured by snap fasteners, Fig. 74 Tall unit/verticel stebilizer components 2. Rudder The rudder Is constructed, In @ manner similer to the elevators, of the following components: 2 frane panels, 1 sper, ond 7 ribs--It Is fabric covered. It has eerodynemlé horn balancing (8,1), mess balancing fend 2 ground adjustable trim feb (8,2). The rudder Is attached to the verticel stabilizer by Fig. em Rudder three plyot bearings (8,3-5), and is positioned by en actuation lever bolted to the centre attachment point (see olso Fig, 6). Fig. 91 AlleronControl unit essenbly 04 Fig. 9a1 Aileron skemetic The allerons are constructed in the same manner es the other control surfaces; with mace balencing, trim tabs end fabric covering (Fig. 9 and 9a, E. Landing flaps The lending flaps are of split-type design and ere Interchangeeb | seer 3 seme trae ore Fig. 108 Landing flop They consist of © spar (10,1) end two frane panels (40,2 and 3), The lower surface Is metal covered, the upper surface Is open. The landing flop is attached to the wing at three points, They are actuated electrically; the actuating arm Is attached to the centre attachzent point which has been reenforced, The flaps con be set to three positions: FIT ght, take-off, and landing. Retraction and extension ore controlled by pushebuttons on the left Instrument console. The flep position indicator lights are contained in the undercarrlage/landing flap Indica tor unity Fig, 114 Landing flop mechanicel position indicator They also have mechanical position indlcatlons this consists of @ gradueted seml-circular scale (11,3) mounted on the flap actuating arm (11,1), There Is @ circular hole (11,5) In the upper skin of both wing halves to permit viewing of this scale from the cockpit. F. Control locks There are cloms available with which to lock the control surfaces. These surfaces cen also be locked by connecting the control stick (12,1) and the left rudder pedal erm (12,2) by a cord with a snap fast= ener at one end, and a buckled strap at the other, Fig. 124 Control surfaces locking cord attachmentD. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 4 Flight controls (Effective July 1944) Issued September 1944on Fight controls Description A. General The flight controls consist of the elevator, rudder, and alleron control surfacess and the flop and stabllzer actustion mechanisms, The three sets of control surfaces have no Inflight tlm cepability, possessing only ground adjustable trim tabs, The sfablltzer and landing flaps are actuated electrically. Transmission of steering movenents to the control surfeces Is vie a system of push-rods, OUZ-flexible push-reds, and control cables The control train to both the rudder and elevators: contelns differential belleranks which keep control stick, or rudder pedal, forces to a minimum near the control surface neutral positions, About these neutral positions, @ large movement of the control stick, or rudder pedals, will result In only a small control surface movement, This difference decreases es contro! surface deflection Increase: Noter In later production serles sircreft, the differential belicrank for the rudaer Is replaced by non-differentlal bel lcranks, B. Elevator controls The control stick Is In the neutral position at = polnt 19830" forward of vertical (Fig, 1). Contre! ‘stlck movement Is 20°30" forward, ond 21850" rear— werd, Fig. 11 Control stick movement Elevator deflection Is IImlted by mechanical stops In the control stick mounting base, The elevator control train Is shown In Figs 2. The construction of the differential unit Is Ilus~ trated In Fig. 3. Figs 21 Elevator controts Fig. 31 Elevator differential unitFlight controts 02 C. Rudder controls The rudder control train Is as shown In Flay 4. The position of the rudder pedals can be adjusted to suit’ the individual pilot, by rotation of the adjustment grips (4,8) to vary the Length of the edjustable push-rods (4,3), The adjustment forward end eff [6.55 am, for a total of NO mm (4.3 Inls These grips are within the reach of the seated pllot fend can be moved simultaneously. Rudder deflection Is limited by stops within the differential unit, Figs 41 Rudder controls D. Aileron controls i jal ce Fig. 51 Alleron controls The allerons (5,1) are moved by the sidewards mot lon of the control stick (5,2), The trensmission of control forces Is es shown in Figs Se Anole In the cockpIt floor through which the aileron control arm (5,2) passes Is protected by @ dust cover. Aileron deflection is IImitee by mechentcal stops tn the control stick mounting base. E. Flap and stabilizer controls 1. Landing flap controls Fig. 61 Landing flep system The flaps are positioned electrically, the drive motor pushrod being attached to the flap central attachment fitting. The two motors are synchronized to ensure equal flep movenent. Each flap drive system consists of an electric motor (Gy)y 8 worm gear housing (6,21, and edrive spindle (6,31; all contained within a single ual? which 13 attached to the wing by @ pivoting forged enchor fittIng (6,4), An adJustable pushrod (6,6) connects the motor to the flap (6,51, The anchor fitting and adjustable pushrod ore’ eccessinle through servicing panels (6,7) In the wing loner skin (6,10), The flap actuation buttons are located on the left Instrument console (7,1), An Individual push-but ton Is provided for each of the three flap positions (Out, Take-off, In}, The flap drive motors are actuated when one of these buttons is depresseds they are autonetlcally ewitched off when the desic- nated Flap position Is reached, A push-but ton will remain down untI! enother flap selection is made, of whlch time Tt will pop back up.3 Flight controls Flap position is indiceted electrically by the middle two bulbs (7,5) In the S-bulb Indicator unit (7,61, The bulb colours aret red-"In! and green- soutt; there ig no electrical monitoring of the STake-off* setting. There is else mechanical flap Fig. 11, idication, see Pert 3 Figs 81 Stabilizer trim unit 2 Rintaton ee 1 Star tins Figs 75 Flap ond stabilizer controls 2. Horizontal stabilizer a stment ‘The stabilizer Incidence can be altered to compen- sate for changes In elrcreft trim, Actuatton Is through an electric motor (8,1) with attached worm gear housing (8,2) end drive spindle (8,3), The motor Is mounted within the vertical stabilizer (8,4) and is et tached to the leeding edge upper attachment point (8,5) by the drive spindle (8,3). The stabilizer cen be roteted through 5 from +42 relative to the fuselage longltudinel axis, to -1°. The normal position, as Indicated on the tail unl? (Fig. 9) oné on the stabilizer trim Indicator (7,7), Ts Tebelled tO", The 10" mark Is ectuelly "42° relative to the fuse lege thrust line, The limit pos Figs 9¢ Stabilizer markings on tail unit TLons are Indicated on the tell unit by red Vv Stripes and + (plus) end - (minus) notations, The stabilizer trim switch 17,8) is located on the Jett instrument console, The electric motor will run For as tong as the switch is displaced from its spring-loaded 'Off* position, As the stabilizer reaches its upper or lower limits of movenent, the drive motor is switched off by the stabilizer Incidence relay unlt (8,7). The stabilizer Incldence monitored by en indicator (7,7) on the left Instrument console, For further defal ls see Part 9A "Generel Equipment ?.D. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 5 Wing assembly (Effective July 1944) Issued September 1944Description Fig, 11 Wing unit (wheel cover panels removed) The wing is of one-piece construction. The main spar (4,1) joins the right and left wing panelsy while the rear spar (1,21 is divided by the fuselage. The wing Is of all-metal monocoque construction, It is divided into two shells, the loner one containing the main spar (1,7), end the upper one, the rear sper (1,81, Both are full load bearing members, The skin panels are stiffened by ribs and stringers, and ere riveted together, The leading edge panels and tip units (1,3) are screwed onto the wing panels and are detachable, The leeding edge unit comprises inner (1,4), middle (1,3) and outer sections (1,6), The wing tip houses a navigation light. The maln spar and skin penels together bear wing load stresses, while the skin panels alone beer wing torsional stresses, On the main spar are positioned the mounting unit's for the main gear and the wing guns. The elleron controls ané the flap drive motors are conteined within the wings. Weapon, undercarriage, ‘and flap actuation components are accessible through detachable servicing panels on the undersurfaces of the wings. The wing main spar Is attached to Bulkhead 1 by hexagonal bolts (1,9) which attach to both sides of the fuselage. The two portions of the rear sper sre each attached by 2 single bolt (1,10) to either side of Bulkhead 4, Streanlined fairings cover the mein spar attachment points, The engine lower support unit (1,11) 1s atteched to the wing centre section, Positioned on this unit ere two hinge mounts, to which the main wheel doors ere attached. A mounting lug, onto which the fuel cel! cover plate Is attached, is fixed to the lower part of the main sper. Upon retraction, the main wheels Ile In the area between the leading edge Inner section (2,4) and the engine lower support unit (2,3), The wheels are prow tectes against engine generated heat by whee! cover ponels (2,1), Alleron end flap mounting points ere attached to the wing tralling edges and wing lower surfaces respect~ ively. Fig. 2 Wheel cover panelsD. (Luft) T. 2190 A-8 For Official Use Only! Fw 190 A-8 Aircraft Handbook Part 6 Powerplant (Effective July 1944) Issued September 1944o Powerplant Description 1. General The elrcraft powerplent is @ BW 801D, The BM BOID Is an aircooled, IM-cylinder, fuel injection engine with two-stage supercharger, reduction gearing and engine cooling fen. The engine operates on the four-stroke combustion principle with fuel Injected directly Into. the cylinders, and has, for supercherging, single Impeller unit with two self=setting speed ratios. In (light, the operetion of the engine is governed by @ control unlt. This unit reguiates boost pressure, engine RPM, fuel mixture, ionltionatiming adjustment, and the Supercharger switchover controls ‘the pilot need only operate the throttle lever. The contro! unit Is attecned to the right side of the accessory casing. Special pressure and drain pump s are fitted to circulate the systemts hydraulic fluid, This of! Is housed In the engine mounting ring. The powerplant is outfitted with e primer fuel injection system, This system sprays primer fuel Into the boost lines of all 14 cylinders, See Part 7 "Engine operation and fuel supply system? for more Information spout the system. A number of fighter= bombers equipped with the BWW BOD ere ouffitted with » C3. (96~ octane) supplementary fuel injection system, This system Fig. 141 Powerplant provides short term Increases In the emergency top speed af altitudes below 1000 m (3280 ft), For more detalls on this system see Part 7 "Engine operation end fuel supply system A newer method of Increasing the emergency speed of the fIghter has been to Insert a pilot opereted stop Cock In the pressure line of the boost regulator, ‘The result is thet, at 2700 rpm, the boost pressure, at low setting can’be Increased to about 1,58 ate (22,4 psi}, and at high setting, to about 1,64 ata (23,3 psi). When this system Ts Incorporated, C-3 supplementary fuel injection 1s no longer necessary and Is, therefore, omitted, Starter system Fig. 21 Starter instal lation An Inertial sterter ts used to start the engines It cen be energized elther electrically or menuelly, If Is fastened to the accessory casing by acentral nut The electrical starter switch Is located on the right instrument console, The sterter crenk is inserted in the powerplant left side; it is stored in the equipment compartmements to the right of the access panel. The turning motlon of the starter crank on the forsion tube (2,1) is ultimately transmitted to the starter 12,5) Inthe sequence shown In Figs 2+ When the starter Is energized manually, the sterter brushes ore disengaged by a handle which is positioned on the lower left side of the auxillery Instrument penel.Powerplant 02 The engine Ignition current is supplied by a Bosch twin-magneto which Is mounted on the engine nose cosing. The two Ignition clrcults are electrically Isolated from one anothers one serves the sperk plugs near the Inlet valves, the other serves those neer the outlet valves. foch plug is fired individually, Ignition timing being regulated by the control unit, Supercharger air intake 341 Centre cowling with external air Intakes 1 * 2 1 3 | “6 1 P17 se Fig. 4: Exhoust system errengement (the numbers Indicate the cylinder numbers to which the exhaust pipes belong) Inteke sir 1s delivered, by the cooling fan located at the front of the engine, through two shal low ducts (6,1) (positioned on either side of the cowling? to two eir Intekes. Oust filters, which prevent the entry of foreign objects, are fitted onto the Inteke openings. Tests neve been made _on the use of air ducts with external intakes (Fig. 3) on various types of alr - craft—-espectally fighters, The installation of this type of duct will result in improved performance above the rated altitude of the engine through Increased dynamic air pressure. Beneath that altitude, engl ne performence Is better when using the Interior ducts, 5, Exhaust system The exhaust system (Fig. 4) consists of twelve pipes, divided into three groups, which expel exhaust gases past the side and bottom paneis of the engine cowlings Each side unit comprises four pipes; each pipe I's Individually etteched to the engine by support struts, F lve pipes belong to the bottom group. Those of Cylinders 9 and 10 are welded together to forma cormon unit, The three pipes from Cylinders 5, 7, 9 fend 10 ere joined together, The Cylinder 6 pipe is welded to that of Cylinder 3; the Cylinder 8 pipe is attached to the combined Cylinder 9 and 10 pipe, which Is, in turn, attached to tne engine by a support strut. The side exhaust units are to be so positioned thet the distance between the pipe Inboard edges end the fuselage side panels Is approximately three times es great as the distence between the pipe outboard ‘edges and the cowling skin. 6. Powerplant truss The powerplant truss, which supports the engine mounting ring, consists of the engine bearer ‘assembly and the engine lower support unit. The engine bearer assembly (5,1) comprises six welded steel tudes which serve as the top and two side pickup points for the engine mounting «ring (5,2). ThIs assembly Is attached to the firewall (Bulkhead 1) at four points. The engine lower support untt consists of the engine lower support strut (5,6), the MG 131 casing chute attachnent strut (5,7), and the wheel door attech= ment end support struts (5,81, The unit Is fixed, at Its rear end to the lower edge of the main sper, and fat Its forward end to the engine mounting ring, The support strut (5,6) Is adjustable in length. The engine Is attached to the mounting ring by ten bolts wnich pass through the ring and screw Into rubber shock mounts fIxed to the rear of the engine,