Why Was The Fw-190A So Fast?
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- Опубликовано: 16 дек 2020
- How did the Fw-190 manage so much speed with a blunt nosed airframe and an aircooled radial engine? This is episode three in a series, I'll get into the power and aerodynamics of this amazing plane.
This is part 3 in my Fw 190 series. I didn't put that in the title because youtube hates series and doesn't seem to recommend anything much past an episode 1.
I referenced David Lednicer, creator of "The Incomplete Guide to Airfoil Usage" and much more. Here is one of his videos on Korean war jets:
• Korean War Fighter Tac...
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Note: the pictures in this video don't exactly match what's I'm talking about, for example when talking about an A5, not every 190 picture is of an A5, it could be an A8 or whatever.
Some people are having a hard time understanding how ethylene glycol allows for a more compact cooling system, so I'll post a section from "Aircraft Propulsion" the source document from THE SMITHSONIAN. This is copyright free.
"The use of high-boiling liquids (mixtures of water and ethylene
glycol) for engines formerly water-cooled was an important forward step
in reducing the heat-transfer area, and thereby the drag, of radiators for
liquid-cooled engines. At the suggestion of S. D. Heron, a 1-cylinder engine
was tested at McCook Field in 1923 with a mixture of water and ethylene
glycol at a high coolant temperature, probably near 300° F During 1928-
1929 further tests were made at McCook Field with a Curtiss D-12 engine.
After considerable development work to avoid leaks and to overcome other
troubles encountered, the use of this method of cooling was adopted for
Curtiss liquid-cooled engines by 1932, and used soon afterward by Allison
and Rolls-Royce. This change, which allowed operation of the coolant
at 250° F, reduced the radiator area required by about 50 percent (fig.55).
This improvement, together with better radiator design and radiator
cowling (fig. 56) brought the drag of liquid-cooled engines well below that
of air-cooled radials of equal power. "
Now if all that doesn't do it for you, here are some fun facts to help out. The maximum allowable coolant temp in a Curtis P-40 is 125C/257F. Cooling system pressures in WW2 aircraft were between about 10psi and 30psi, with 30 being the highest I have ever seen in documentation. Even at 30PSI water will boil at 257F. As steam won't circulate properly and cool the engine, something with a higher boiling point must be used. That something was ethylene glycol. Thus by using ethylene glycol they were able to run at higher coolant temps for a given pressure and still cool the engine, thus were able to use smaller coolers.
I hope that helps. 
Авто/Мото
That armored oil cooler arrangement that relies on the pressure differential of the boundary layer and the fan pressure is ridiculous and brilliant. We take if for granted what these engineers had to do without CAM/CAD, and that they made relatively safe high performance aircraft.
Amazing stuff, You could imagine der bickering that went on between the White an blue shirts on the machine floors,, "Nien,, NIEN!!"
All the best Dcbadger2.
Wow, four hours to go until the video premiers and already one thumbs down! I seriously enjoy seeing that. It insures me that thumbs down are not really content based, and are often not legit criticisms.
That downvote probably came from a Spitfire Mark 5 lover.
Or tried a thumbs up on a (smart)phone but accidentally pressed the thumbs down.
Nobody knows how these downvotes appear - on basically every video that gets at least a thousand views. I guess some men just want to watch the world burn.
@@darkoneforce2 That`s it!
Whooole lot of illegitimate going around.
An engineering masterpiece designed around needs instead of wants is a testament to the skill of the engineers.
Shame the engine was lackluster
@@tedarcher9120 hence the use of the term _needs_ in my comment.
The inline engines were being used, or misused more to the point, on the woefully hopeless 210 series of planes. The radial engine factory sitting idle was what this plane was designed and built to keep that from happening.
It was alright, better than a Spitfire V in late 1942, but beaten by Spitfire IX, XII and the Typhoon, and not that useful at altitude.The D9 was better with increased performance at altitude, but really similar in speed to a P51D. A Spitfire XIV had much better performance vs the D9 bar roll rate. The Ta152 was fast, as long as the water/methanol and nitrous oxide injection tanks were full. The strangest thing about the Fw190 was the lack of adjustable trim tabs on the control surfaces. Trim had to be set on the ground by a fitter bending the fixed trim tabs with a mallet and block of wood and trim could not be adjusted in flight as on most allied aircraft. A P51 pilot could adjust trim in flight on all control surfaces. This meant that the Fw190 pilot would have to adjust his aircraft’s trim as the centre of gravity changes with fuel use by corrective pressure on the stick and rudder pedals. That’s fatiguing on a long flight and inefficient.
That’s pretty much the entire “warhorse” philosophy he used. You might WANT a big engine in a small plane, but you NEED something that will bring your pilots home, lest you run out of pilots. You might WANT the lowest drag possible, but you NEED to make sure the plane can be saved when the fields go bad
@@tedarcher9120 The FW 190 weren't lackluster. Well at the end yes but the start? no
When the P47 appears over Europe:
German pilots: "It's a flying tank!"
Kurt: "They stole my radial concept AND my name!"
That, or: “Ah, I see you are engineers of culture as well”
Or "So they finally saw the advantages of the radial engines of U.S.Navy aircraft" Not that Germany ever finished one aircraft carrier.
The P47 was a real brute with bite and range. Very difficult to top in the right hands.
@@glenn1035 Yes, your point is well made. In a quick Wikipedia search I found the Fw44, a radial engined biplane designed by Kurt Tank which first flew in 1932. However the US Navy adopted its radial only policy as far back as 1921.
@Richard Tattis True but sometimes you have to use what you are given and Australia was given circa 850 P40 's and circa 650 Spits both inline powered fighter's which served us well and we will be forever grateful for these great fighters.
Greg, I pretty sure you already know this but the community is infinitely grateful for your hard work on these beautiful war birds. I feel like you are doing important preservation of the details and explanation of these planes that the vast majority of the people wouldn’t have a clue about. You really go a step further than even the other best creators on the subject. Thanks again!
Greg has elevated the whole genre.
@@asiftalpur3758 p
Perhaps Greg/Rene will indirectly benefit from his positive notoriety from such videos....
J'apprécie grandement le travail de Greg, c'est très instructif. I really do appreciate Greg'swork, it's very informative. Mille mercis, a thousand thanks!
You're a legend Greg. Seriously love your work!
In a way I hate to say this but by all appearances the Engineers and Physicists had all the fun during the war. The explosion of ideas and development must have been intoxicating. Wonderful focused reporting. I look forward to more.
A lot of good thinking, experimentation, and engineering went into the air-cooled Fw-190 to bring its drag down to an acceptable level. It's quite amazing what the Germans were able to with the limitations they experienced with poor fuel, the need to import metal during wartime, and many other shortages that war brought to Germany. Good upload, Greg.
I remember reading Kurt Tank stating how his feet felt when flight testing the FW-190 for the first time "Like a blow torch set to my feet, beyond that great potential" . Soon after the coned cowling soon disappeared. Obviously this is my favorite Axis AC. Even the "D" and Ta versions. The only in-lines I can stomach. I don't comment much because your work is so in-depth and precise, It's just more of a pleasure to listen and learn. Thanks
+bob dyer The cockpit was also moved back a bit in the next prototype if I recall.
P-38 pilots would love to have the 190's problem with toasty feet.
If you enjoy these planes, try 'Aces High' air combat simulator. Very much fun, concentrated on the air combat part.
Favorite fighters:
1. Corsair
2. FW190
Radials for the win.
Your list is pretty sweet for looks too
Hellcat?
Sea fury
Grumman Bearcat
Me 210, it helped win WW2.
I just have this fascination with the FW 190 A lines and proportions, that makes it one of my favourite WWII planes, that perfect balance is broken with the inline engine+circular radiator od the Dora version, just that little bit and the beauty is gone!
I agree with that, the A just looks better.
I saw the werk nr. 2219 - Fw-190 A-3/U3 at the Norwegian Aviation Museum in Bodø this summer. It was restored and such a beauty.
Let the haters hate. Your review of this plane shows good aerodynamic design on a engine style that many pre WW2 engineers/ designers thought was obsolete but from out of left field this comes along. Just wow!! Thank you!!
17:04 the full sentence says: below the full-pressure-altitude the performance(s) with the internal air inlets are better. Servus from a German friend aus München!
Danke.
Ui noch ein Münchner 😅
I think Volldruckhöhe is translated to full throttle height or critical height.
The 190 is what made me love warbirds its shape always reminded me of a great white (not the kinda thing you wanna find behind you suddenly as well)
Same here, a lethal shark.
Ditto !
10:30
3 is tank armor (Behälter means tank (like fuel tank))
4 is the ring(shaped) oil tank
The Sheriff has spoken, comment pinned. Thanks so much for that clarification!
@@GregsAirplanesandAutomobiles
Thx for this chrismasgift Greg
About "not found a single Picture" at 15:58 you find pictures in
In Adam Skupiewski`s "Monografie Lotnicze Focke-Wulf Fw-190A/F/G)
Part one
Page 13, a Fw 190 A-3/U7
and
Manfreds Griehls "Flugzeug Profile" Focke Wulf 190 Varianten Nr45
Page 10, big picture frontpart of Fw 190 A-3/U7 (maybe same the plane like in Monogr. Lotnicze)
captions "Höhenjäger mit aussenliegenden Ladereinläufen" i think its a testaircraft / testbed
my eyes are bad even with glasses and some other small Pictures i found are maybe tropical Filters so i removed the source /edited the post but the A-3/U7 intake is like the one in 15:59 looks like the intake oppening is a bit wider/bigger but the intake didnt have the "ribs" like on Trop filters
and 1 is radiator armor ......cooler is a " literate " translation ....engineers would call it heat exchanger ..etc. ;-)
Oh hi sheriff, didn't expect to see you here
@Hoa Tattis technically is it right , i am talking about the translation ......i am german and " cooler " is a translation that is a bit " mushy " in my opinion , and here is why
1. most manuals ( not for aircraft only, but in general ) call those things radiators or heat exchangers
2 .cool , cooler , the coolest .....could be a verb
3. if you are not technically fit , and do not know that we are talking about a machine / airplane ...etc and just listen to it , it could also mean that there is another amoured ring .....the hotter one -----the cooler and the hotter ring , because they are the same and the only difference could be the temperature.
4....it was known as the cooler amoured ring you say ......i say it was known as the kühlerpanzer ;-)
i allways thinking of how many parts are included in those planes that are totally useless in a civilian sport plane and if you remove all the armour and weapons and would install a modern turboprop ....what a cool sporty , rigid plane it would be......and i dont even have a pilots license
Watching this again after 3 years 😂 I just love your very VERY detailed reports on this (or all WW II planes)
Sidenote: I now drive a Mini F56 Cooper S (192hp turbocharged) a car that has a pseudo inlet in the front of the engine hood which does literally NOTHING, zero zip cause it’s blocked on the inside !! Pseudo-Ram-Air-drag-enhancer for „styling“ or „visual pleasure“ , soooo not my thing…
One could add a hilariously expensive eventuri conversion that opens it up and directs the air into the inlet, but then I wonder how much Ram air actually would help a turbo (not a supercharger) even when I do 200-230 km/h on the German autobahn… if I created a cover that shuts that hole I would probably gain more…
Hey Greg, great video. Keep up the good work.
But as a German speaker, I have to chime on the translations of the oil cooler system. :D
Number 3 "Behaelterpanzer" means reservoirs armor and 4 "Ringoelbehälter" is the ring shaped oil reservoirs, literal ring oil reservoirs.
Regarding the external air scoops. There is a german publication with actual pictures of 190s with these scoops. One is an A4 flown by Wilhelm Galland, Commander of the II./JG26 in 1943 in France. According to this publication these where more or less field modifications for the high level interceptors as the RLM did not want to diversify the production more.
Thanks, I have pinned a similar comment by the Sheriff, and I'll clarify all this in the next episode. I appreciate your help here.
Hi madcat, since you seem to enjoy little anecdotes about the -190, you may be happy to hear that there are a couple of concrete training bombs once used by Focke Wulfs hanging the exact place where they were left, in the grass, in what is now the restauration section of the French aerospace museum in le Bourget.
The Germans used the French Navy hangars that were sitting opposite the runways, on the Dugny commune, and left some stuff in 1944.
There is also a French built Fw-190 (nc-900) in the museum.
fr.m.wikipedia.org/wiki/SNCAC_NC.900
@@jetaddicted Thanks! Le Bourget is a place I alway wanted to visit, but never had a chance to. Maybe when travel is possible again.
This reminds me of 'Why it goes so fast' about the AR-5 plane here on YT. And the funny thing is that the AR-5 resembles the FW-190 a lot.
We are still here to like your comment
IOW a small, sleek aircraft with a high power/weight ratio
Thank you so much for dropping in some metric conversions for those outside the USA. It really helps the rest of us get a perspective on things.
I'm trying to include both systems. A huge portion of my audience is outside of the USA.
@@GregsAirplanesandAutomobiles Thank you so much.
Power to you man.
Drawing at 10:17
3 Behaelterpanzer, better translation: container armour
4 Ringoelbehaelter, better translation: ring oil container
Incredibly detailed video!
Hi, I’m Cindy’s husband, Dwight. Totally fascinating. When things get “technical” I usually zone out but you are able to keep me riveted and absorbing your content. I really appreciate that, because it is a talent you have to communicate to a less then technical person like me. Good job Greg, IMO. Thanks again.
Thanks Dwight.
You're a 757 captain? Excellent! My favorite airliner (as a passenger). Keep 'em flying!
You monster this is scheduled to release directly on top of my fluid dynamics final, and I would have learned more from this!
The video will be here after your final. Good luck on your exam.
@@GregsAirplanesandAutomobiles But how in the world he be able to focus?
@@andytaylor1588 I just pictured a 190 creating the turbulence, it went well. Thanks Gregg!
jake b : The video is only 32 minutes and can be watched at any time. Maybe sarcasm, maybe not.
Greg. I didn't know that it was possible for one man to ubergeek not one but three theaters of aircraft plus the Russians. I Am Impressed. Now I gotta go back and like all your other videos that I've watched. FYI, I've never thumbed down any of your videos.
Just want to take a minute to say that these videos are absolutely fascinating. I don't think there's any other RUclipsr who can hold my attention, uninterrupted for over half an hour. Thanks for putting these together Greg!
Try Perun 👍
That's pretty cool about how the exashut adds around 100lbs of thrust. I never knew that about prop aircraft.
Exhaust thrust is a concept that isn’t lost on the motor sports community. Some recent cases include Formula 1 cars using exhaust gas to increase rear downforce with minimal drag penalty, which allowed a privateer team to win the world championship. Also, top fuel funny cars in the NHRA figured out if you lay the exhaust back on the cars, you get a “free” boost. Problem is you also lose a lot of downforce that the exhaust thrust provided, so the cars get a bit squirrelly to drive. Wonder how much thrust you get out of an engine producing 11,000-12,000 horsepower...
@@RadMax8 Exhaust exploitation goes all the way back to the 1980's. Brawn's 2009 effort was just what fit in the grey area left open in the new regs for that season.
Meredith effect?
@@ryanjonathanmartin3933 That's for cooling systems. This is about just raw exhaust gasses from the engine itself
@@FeintMotion oh I see
You flew a actual "Candy Bomber" that was used during the Berlin Airlift.....very cool
Yes, I did. It was cool, looking back on it, one of the coolest flights I ever did.
This is really fascinating! I love the Focke Wulf 190.
It has an long, elegant , stocky look sitting on the ground with its wid landing gear.
And with a good paint scheme it looks absolutely fabulous!
Thanks for the kind words. I really enjoyed your video and learned a good bit about the Fw 190.
A very interesting video, you can see that the FW190 employs a lot of small ideas to reduce drag. Experience from having captured FW190s led Hawker to design the Hawker Sea Fury using the Bristol Centaurus engine, this is arguably the fastest piston-engined aircraft of WW2 and was fast enough to shoot down Mig 15s in Korea.
Oh yeahhh!! Butcher Bird is in the house!!
Layman here. Thank you so much.
it's "battle bird" x
@Hoa Tattis let me put you straight, this is much like the Kennedy-donut argument in that u can only really understand if u speak German, but i'll try anyway: Schlacht means battle, whereas the word for butcher is Schlachter (slaughterer); of course slaughter and battle are alike in that butchery is involved, the roots of this lie in the German language. So, Schlachtvogel means battlebird, else it would be Schlachtervogel. Also it far outflew and outgunnned the Spitfire. p.s. don't ask about the Kennedy-donut thing, you probably wouldn't like it x
also, Rudel shot down Spitfires, Mustangs, Yaks, Tempests etc. all with his little Stuka \^_^
@Hoa Tattis but my bigger brother the focke wulf ta 152 was more than capable.
Kurt Tank is my favorite aircraft designer, he was a mastermind
Unfortunately working for the fascists. M.
Richard Tattis You are quite right. Taking the Spitfire from 27 to 34 litres was pretty clever. M.
Tank, the best name for an aeronautical engineer!
Your logo isn't cool at all
@Richard Tattis True, but Mr Smith must have helped. M.
Greg, great video about a plane I wish I had more knowledge of. However, my father, who worked at Hamilton Standard after the war did say that the German propellers were great. The VS111 used on the TA-152 seemed to be a high point. The VDM 9-12159 and 12199 were good as well. The 159 was used on the Me-109K and 109-G10. Wish my father was still alive to have him give you the particulars. Merry Christmas. I'll join your PATREON channel soon!
I really would love to learn more about German propeller design. My uninformed and uneducated guess has always been that German propellers weren't that great, or that the main focus was on engine performance and other variables that propellers had to be good enough or competitive enough to get the job done. Im not saying they half assed their propeller designs, we're talking about Germans here after all, but it would be incredible to learn anything about this facet of WW2 aviation. The odd 190 C with 4 blade propeller makes me wonder many things I don't have answers for, or even the right questions lol
Modern big props are hydraulic with narrow blades, reliable and efficient.
Another great video,FW190's have got to be the toughest looking aircraft from ww2. Already waiting for the next one,Greg,no pressure,of course.
Typhoon “Hold my beer!!”
For some reason growing up I never liked the 190, now it’s one of my favorite planes for some reason over the past year or two.
𝕮𝖚𝖈𝕶 𝕮𝖗𝖚𝖘𝖍𝖊𝖗 Isn’t it funny how those things happen? I used to not like the P-47s & now they’re some of my favorite planes.
@@susanmaggiora4800 when I was a Kid the Mustang was by far my favorite WW2 warbird. My local airstrip had a gentleman that owned one and he took it out once a month and my entire neighborhood to get excited about. Now as a 40+ year old man the P-47 is easily my favorite WW2 plane. Greg’s video’s have only strengthened my opinion of it. Both of course are Incredible planes.
I agree..it grew on me as well ..the 190 is a bad ass fighter
Also the Hawker Sea fury has become my favorite now..grew on me.
That cowl inlet is TINY
I learned to fly when I was stationed at AFCENT at Brunnsum in the Netherlands. My training was done on Cessna 150s and 172s. The flyng club at Beek Airport in Limburg in South Netherlands also had a Piper Cub. I looked over this plane and though that I wouldn't be caught dead in it. After I got my PPL I was asked by the club management if I could ferry a 150 to Beerse in Belgium for maintenance. They reassured me that there would be a flight back, and thatv I wouldn't have to walk the 60 -70 miles back. Thus reassured, I said OK. When I arrived at Beerse I found that the only plane that was returning to Beek was the Piper Cub. So, now I had a choice, climb into the Piper or walk home. Of course I flew home. It was a revelation for me. Flying in the Piper was what I had always imagined flying to be - seat of the pants, and just wonderful. I just wish that everyone who flies or who wants to fly could have that experience.
I think your videos are great. It's a pity that you can't do a video on the TSR2, given the dearth of information.
Kurt Tank’s masterpiece. I love the “Butcher Bird.” 👍🇩🇪
I really love your way of present things, really nice, and the voice. The voice is golden, you could make audiobooks or podcasts without ends!
This is one of the most graceful looking fighters of WW2...
I'm with the 2nd group regarding the F-35. Worked with some F-35B guys a few years ago who had transitioned from Harriers or F-18s and they were categorically pro-Thunderbolt II for the reasons you mention (or don't mention).
They'd quickly become pro-F-35 in any war against a peer, or near-peer adversary. The A-10 is just not survivable on a modern battleground. It even struggled during the first Gulf War.
@@SpaceGhost1701
It wasn’t really meant to last full enemy air power. It was meant to SURVIVE enemy air power, then the pilot could jump to a new plane back at base
Maybe the A-10 itself is outdated, but that doesn’t mean that an airborne tank is.
Always a pleasure hear someone so knowledgeable, yet very open about what they do not know. Also enjoyed the vignette of your flying career. Wishing you a great Christmas and a very happy, healthy and prosperous new year.
When you get into details you get amazed how much details and engineering was put into this plane. Jesus!
Der Butcher Bird is the best looking WW11 plane.
I love Em all but this has something extra?
Great study Greg, the internal an dynamic Ram Air is just so Kraut.Awesomeness.
Really great historical facts! Even guys who drag race today, and depend on a powerful turbo charger could learn a thing or two from this.
Hi Gregg,the FW 90-A has got to be one of the neatest and rugged ww2 aircraft,a brilliant design becoming a Jack of all trades when adapted in the field,it is also one my favourite aircraft of that period.Thank you so much for putting in the research time and effort to produce these videos .cheers Roly🇬🇧.
Greg, From what I am hearing about the F-35 is that it is designed to be a stand off long range bomb/missile truck. Never designed to be a knife fighting fighter. Reminds me of when they decided that a fighter did not need a gun. Time will tell.
This is why the F22 is still a thing.
SOMEONE needs to
a) get close enough to paint targets for the F-35's (because stealth is relative when it comes to distance)
and also
b) survive within that furball (through manuver) long enough for the inbound ordinance to do its job. (eliminating any enemy numerical advantages)
thus saving the 22's comparatively limited (to the 35) payload for dealing with immediate aerial threats to its existence and the occasional bit of anti-radiation work (any close surface based targeting arrays)
and then
c) cleaning up what is left over
Damn your videos are so well put together and jammed full of hard to find information. You produce the best aircraft videos.
Your explanations of aerodynamics and engineering have greatly helped someone like me, with no background in them, to understand these aircraft in a way I never could in decades of reading about their history. Thank you for your work and your style of interpretation.
I wish to reinforce this statement. I have always had a fascination with WW2 aircraft but not the education/experience to understand more.
It may be interesting to compare this to the Curtiss XP-42. Curtiss engineers failed at producing an appreciable speed increase by trying to streamline the frontal radial area with many tight cowling configurations with external ram air for the radial engine. Curtiss felt that they could design away the inherent drag of the frontal area of the radial engine.
Curtiss never incorporated a fan in 1939, thus insurmountable cooling problems persisted, and even when the airplane could be flown, it’s top speed was only 315 mph.
And before any of these modifications were made by various engineers, the first man to think about and help design cowlings to reduce radial engine frontal area drag was Howard Hughes with his 1935 Racer, which smashed all speed records, notably his 1937 dash from Burbank to Newark in 7 hours and 28 minutes.
Superb presentation and analysis.
When you think back to around 1900 and just starting to take to the air, 40 years later 2.000hp to 3.000hp engines with Superchargers just amazing!
And think 25 years after this the SR-71 mach 3+
My Grandfather flew the 190 A-1, he had 5 confirmed kills.
The Americans and English chose the wrong side to ally with in WWII
love the numbers here. So refreshing to park the rhetoric
You're exactly right about the "Ram Air" induction on cars, the fact is their real benefit is from being a cool air inlet more than actually having a true ram air effect, that was basically nothing more than marketing.
Cool air is true for production cars, but in race they also use the pressure. As an example, in Pro Stock motorcycles they seal air the box so they can build air pressure, and at 200mph they get about 2psi.
@@SidneyCritic
Anybody that has been educated in normally aspirated engines and has any practical experience with them and carburetors knows that applying positive pressure to the inlet of a carburetor on a normally aspirated engine screws up the jetting.
Look at any fake scoop for a carburetor on a normally aspirated engine, like a Kuryakyn Hypercharger for motorcycle engines, you'll see that they're rigged up so at throttle the butterflies are closed and there's a hidden slot at the bottom rear of the unit that it draws air through, the butterflies have to be closed so you don't get any positive pressure from foreward motion because it'll screw everything up, the butterflies actually work the opposite as real scoops on a supercharged engine, they're open at an idle and closed at any throttle opening above an idle via a vacuum pull off.
Look at pictures of the old normally aspirated Indy cars and F1 cars, you'll notice that they have velocity stacks instead of foreward facing scoops for this very reason, anything that would face in a foreward direction would not be in clean air that could cause any type of positive pressure to the carburetor.
Putting 2lbs of pressure to a carburetor on a normally aspirated engine would reverse the fuel flow through the jets and blow bubbles into the fuel bowls.
I don't know where you got that BS story from but that's exactly what it is, BS.
@@dukecraig2402 Just put some thought into it, and you'll work it out - lol -.
Hint:
Ever heard of a blow-through turbo carb setup.
The air box is attached to the float bowl by a vent, so it's under the same pressure. You can also put the carbs in the pressurised air box.
As for fuel pressure, there is a way bigger fuel line inertia slosh backward problem in a drag car at launch than the measly 2psi, That's why comp pumps run at high pressure and they reg it at the carb.
If you look at a HD the carb is behind the forks, so having a forward scoop doesn't work because there is a air bow-wave at the front of the bike. Pro-stock bikes and cars have scoops at the front in clean air, so can utilise actual air pressure.
You do realise you just watched a 30min vid showing pressurised ram air working - lol .
@@SidneyCritic
First off Pro Stock hasn't run carbs in some years now, since 2015 or so they've run a mandatory EFI system, and back when they did run carbs you weren't allowed to modify them as how you're suggesting, the rules clearly state that they must be "as manufactured", they couldn't be modified like that, only tuned. And look at the new mandatory inlet system's for the EFI, you're not allowed to modify them either, like the carbs they have to be "as manufactured", and the inlet size is so small that some people are suggesting that it's hobbling the cars, they certainly aren't big enough to cause positive pressure.
And I know exactly how the different systems work, aside from going to aircraft maintenance school I've been building performance Harley engines for over 30 years for a living including turbo and supercharged engines, and helping friends with the same systems on cars, unlike you who's guessing at this.
And you're VERY wrong about your thesis concerning the air flow down the side of a bike like that, that's exactly why those stupid Kuryakyn Hyperchargers have butterflies that snap shut the moment you come off an idle, go down the road on a non fairing Harley and hold your hand just in front of the air cleaner and then try to tell me that a foreward facing scoop won't pick up air, hence the side mounted scoops that they used to sell that bolted to the engines to cool the rear cylinders on the older one's.
Yea blow through carbs are set up for forced induction, but the cars that marketed the "ram air" hoods ran regular production carbs, the ram air name was only for people who don't know any better, or think they know what they're talking about but don't.
Hint:
You do realize that in this 30 minute video he didn't cover anything about normally aspirated engines and carbs don't you? As a matter of fact he mentioned something about them being "a different story" and left it at that, even then he didn't go into the complexities of the fuel systems on those supercharged aircraft engines, they were very complicated system's that work off of pressure both before and after the supercharger with fuel systems that have multiple stages to them, unlike a normally aspirated engine's carburator that has 1 stage, that being the ambient air pressure pushing down on the fuel in the bowl and pushing it through the fuel circuits, or even a blow through carb on a supercharged street gasoline engine which is still just one stage.
You can't force air into a naturally aspirated carbureted engine like that, it won't work, already been there and done that proving it to the owner of a bike with a foreward facing air cleaner by removing the air cleaner sock and having him ride it at top speed, or at least he attempted to get it to top speed but he quickly found out that as soon as he built up enough speed to cause an imbalance in the carburetor it hit a wall it wouldn't pass through.
@@dukecraig2402 It doesn't seam you have worked on a Dominator, because the float vent tubes are right next to the barrels within the sealing ring. Most carbs are the same, just Google it.
You brought up carbs back blowing jets not me.
I work on Nitro fuelers, Nitro Harley, S/C meth rails, bikes, nitros, turbo, drag, circuit, etc, professionally for 30 years, so my knowledge isn't limited by only 1 engine.
It sound like you are blaming booster buffeting as an summation that a sealed air box can't build pressure. You need to research pitot tube and stick it out your car window when you are driving, and that will give you the pressure due to speed. How come you don't feel the air pressure increasing with speed when you are on your bike, and what makes you think you can't harness it.
Watch the vid again, because he says ram air is 1.6psi at 300mph at the inlet to the S/C multiplied by the S/C 1.5 pressure ratio adding 2.5psi to the boost pressure.12:04
Are you are calling Willy Messerschmitt a liar - lol -.
Stay for the F-35 Post-credit scene, you wont want to miss it
Greg I would love to see you do some Vietnam war era stuff (sorry if you already have and I haven't noticed) Personally I'm a big fan of the F-105 Thunderchief
Greg: There is only one other RUclips channel I know of whose content is of a level of quality equivalent to yours: Drachinifel. Very different subjects, but such high production values as to be worthy of the very highest admiration. Thanks for your superb work.
OH WAIT LET ME GET MY CHIPS AND A NICE DRINK READY!!!
Ardbeg 10 Yr
Greg, i have watched this video at least five times and learned something every time. Such great content. I can only imagine how much work it takes to produce such amazing content. Thanks for doing the work! The video with David Lednicer is really interesting. Thanks for that tip. Keep up the great work.
The "Free" RAM-AIR "boost" to increase intake manifold pressure and the armor-protected Oil Cooler are clever design aspects and help make the
FW-190 "cleaner" and less drag and pretty slick! Other things like MW-50 for Emergency "Dog-Fight" Power is pretty cool too!
That was a nice picture of the C 54. A friend of mine was a child in Berlin at that time and told me all about the Candy Bomber.
Another fascinating presentation; thanks for taking the time to make and post this video.🛩
I love your videos man. Been a fan of WW2 warbirds for over 30 years now, I've collected an extensive library on the subject, and your videos absolutely *never* fail to disappoint. I appreciate (and praise) your dedication to the subject.
You would be a *fantastic* flight museum docent if you aren't already.
Those images of 190 artwork. I miss that book. I had that one and the spitfire. Both were "lost" during a divorce....lol.
Many thanks for helping to make, what is a very complex subject, understandable to anyone not using such calculations everyday. JR.
One of my favorite airplanes, I especially love its unique electrical set up being an electrician by profession.
I'll probably cover the electrical system at some point. I have all the diagrams for it.
@@GregsAirplanesandAutomobiles I can’t wait! Thanks for the content Greg, this technical stuff is too cool.
@@GregsAirplanesandAutomobiles Please do, love this stuff.
I always wondered why those bumps were on the FW 190 cowling. Thanks for the education Greg.
I recently watched a video by an F-35 pilot about the critics. He said that one issue, when they say how an F-16 can beat an F-35 is that they're comparing an airframe that's been iterated in design for almost 50 years with some pilots having thousands of flight hours in it against a new airframe still undergoing development flown by pilots who haven't quite figured out all it can do. Anyway, the F-35's greatest strength is its avionics and sensors. Fighting it old-school in traditional scenarios doesn't show that. When it shoots you in the back before you even know it's in the same time zone, will.
And, the Wurger is about the best looking aircraft of WWII. The Germans did know how to make good looking gear.
Very well done video and commentary. I am always amazed at the ability of WWII era engineers to design such aircraft (whether British, American, German, Russian or Italian) without the present day design tools such as computers and 3D modeling. Slide rules, drafting boards and a lot of test flights, that's it. Extremely impressive. Thanks for these videos.
Really enjoying the FW190 videos.
Hoping in your BMW801 discussion,you talk about fuel quality,
and perhaps speculate on that engines potential if 100/130 fuel had been available.
I plan to do exactly that, the 190 engine video is going to be long because there is just so much to cover.
@@GregsAirplanesandAutomobiles thanks you Greg you are so important to us! Look forward to that video on fuels
Always good to watch and listen to you explain and expound on various types of a/c. Thanks.
I just found you by this video! Definitely going to watch a lot more of your videos!
I'm glad you are here.
I would love to hear something more about Kommandogerat than it can be found on the web in the next episode. It was a feature on BMW 801 engines that simply did most of the job of today's FADEC systems, as early as during WWII!!!
NACA has a detailed test and construction paper were you can get almost all Information you'll ever want. Technical drawings, pressures, Timings etc. in about 30 pages. Great read, give it a shot
@@stefanb5189 Thanks a lot. Is it avb on-line?
@@jakubkubicki3969 jep it is www.abbottaerospace.com/wpdm-package/naca-wr-e-192-characteristics-of-the-bmw-d-automatic-engine-control-as-determined-from-bench-tests/
it even has informations about tolerances of the throttle lever. have fun!
If anyone actually wants to learn more about F35, highly recommend the fighter pilot podcasts episode on the plane. Really informative and I think it really hit home just how far ahead it is when the pilot said they don't need an AWACS anymore because their onboard sensors give them more information than legacy methods.
It's a beast of a plane and it's just going to get better.
Imagine the in NATO friendly fire if they ever have an unrestricted fight. Think RAF Tornado vs U.S. Patriot battery. The eyeball might always be needed.
So basically, it’s a bit less of a fighter and more of a “single seat AWACS with missiles”
@@spindash64 I guess you could simplify it that way but I'd say it would be misleading. AWACS functionally serves to give direction and information to 4th gen fighters. Without that they lose a vast chunk of their SA and are reliant on their own sensors. Still networked, but without the eye in the sky that gives them the broad picture.
F35 has so many sensors that it can functionally obtain the same amount of info and NOT be reliant on other platforms to maintain SA. If you look through aviation history SA is the key factor in the success of an air force. Chain Home allowed the RAF to fend off the Luftwaffe for example, the introduction of the Teaball radar in Vietnam as another. Whoever has the most information on the battlefield wins the day.
F35 is designed to fight near peer threats, which means potentially losing that AWACS support through either EW or direct fire. There is nothing else on the planet that can do so, even the F22 is still tied to AWACS at the end of the day and is even less useful as it can't send data over L16, just receive.
That and the fact it's LO tech is cutting edge, you can put them further in front of the front line and not only that you'll have a flight of them also giving info to other jets in the area that AWACS may miss.
Simply another superlative and informative video on this topic. I look forward to the next one.
Well done, Greg - again - as usual. Excellent explanations of technical stuff for those of us who are literate, but don't speak "engineer" or "aeronautical engineer." Look forward to the next one. I'd love to see one in the future on prop design - many of the 190s (and some 109s, as well) I've seen in photos have a big paddle-bladed prop, and I've even seen a few Mustang photos with a 4-paddle prop, but the contemporary U.S. Navy planes never seem to have used them, at least not until we get to the F8F. Anyway, "prop efficiency" and the importance of "supersonic blade tip" are mystery terms to me. And of course, I'm waiting, patiently I hope, for you to do a video on the F6F, since that's what my dad few in combat in 1944.
The pressure ratio is why compound turbocharging can allow diesels to reach over 100 pounds of boost. The boost of the first charger feeds a higher pressure to the second. The ram air is basically acting like that first stage charger.
Thanks Greg, great video again, gives an insight into the 190 design and what made it special.
Greg, thank you for this upload. You're a excellent researcher and teacher! I especially like the way you always deliver the therms and information you use for backing up your conclusions.
Brilliant presentation Greg! It's so refreshing to hear someone go into such detail!
i cannot unsee the dog in the cockpit at 15:08
Love these tech videos, thanks. Means alot to me since my uncle flew a P-47 with 9th Air Force in the war.
That was an informative explanation of the FW's aerodynamics. Thank you.
Great presentation on how design and engineering affects desired outcomes
These are so incredibly well made, with such good information in them.
The Butcher Bird has to be one of the loveliest aircraft ever produced, IMHO. ONLY the F4U Corsair exceeds it.
...planes with in-line-engines look elegant, planes with radial-engines look cool...! ;-)
I love the asthetics of the FW-190A. The only plane of the era that may be prettier is maybe the LA-5/FN
corsair is to die for...
@@starkraven7362 it looks a little chubby
Amazing video! Again, learned a lot. Your videos truly stand out from all the other warbird talks that are on youtube.
Have a great day Greg!
Thanks Paddy, I know you already knew about the oil cooler because you show it on your excellent channel.
Greg I love your work with the series, we all really appreciate the depth of your work and the responsibility with which you take it. I also wanted to thank you for the link to David's video. I remember using one of his books in college. Regards from Argentina!
Amazing report and explanation. The personal final commentary is one of the most sincere I've heard here in YT. Thank you
The Germans seemed to try many alternative cooling systems. The HE 177 is an interesting example.
Interesting example of an utter failure in engine cooling.
Look at the Hawker Tornado/Typhoon .... and the engines.
@@jochenheiden more an utter failure of engine construction.......cooling was just one of the issues, oil seepage onto the other engine was another.
They eventually fixed that problem by introducing the DB610 engine package. Too late though
LupusAries g
Great video Greg, I can't wait to see more episodes on the 190!
Love your videos. You don't dumb things down to a 3rd grade level, it's great content.
An excellent video! Many thanks for putting this together.
4:37 that is the only Spitfire in Denmark. RAFs/n MA298. She is on static display at the Danish Vintage Aircraft Museum in Stauning(EKVJ) just 40km north of where I live
Thank you very much for your research! On of the best videos on the Fw 190 on RUclips:)
This channel, for these videos right here, makes me so, so very happy! Because this is the kind of stuff that really makes me love that era in aircraft development! I love seeing technical breakdowns of how the planes actually worked and why!
My favourite aviation channel! Very informative and supported with data. Thank you.
As a Aircraft Automobile and Motorcycle enthusiasts I’m appreciative of your efforts to drill down into the many technical areas
you present and the related history. Thanks again and I look forward to future topics.
Greg, a great video as always! No.3 „Behälterpanzer“ is the armor for the No.4 „Ringölbehälter“, ring-shaped oil reservoir, at 10:06 in your video.
Luv that fan pressurizing the engine compartment, cool idea.
Captain Greg,thank you for sharing about yourself. I've often wondered!