And way more cramped than the Me-109... 22 inches at the shoulders vs 24, and no lateral head movement at all... But the FW-190A turned slightly better at low speeds, especially to the right below 250 mph, and that mattered more than anything else about it: Russian Red Fleet article: "The 190A will inevitably offer turning combat at minimum speed." And if you think that is wrong, you haven't shot down as many of them as Pierre Clostermann (10): "The idea that at low speeds, below 220 knots, the Spitfire out-turned the FW-190A, or the 109, is a good joke." And no, they mostly fought at 3Gs and 200 mph, and almost never above 5G (although the Spitfire more often did, since like the P-51, it liked high speeds)...
It's one of the first aircraft to make an attempt at an ergonomic cockpit layout. By this I mean main flying instruments grouped together, engine instruments grouped etc. Contrast this to earlier British aircraft where the designers and engineers pretty much just put the instruments wherever there was space on the panel with no real thought towards how the pilot needed to use them. I'm not sure which did this first but the P51 was also an early attempt to group the instruments into a logical layout to make things easier for the pilot. Another thing that is worth mentioning about the 190 is how many of its control surfaces were electrically operated and generally very easy to use. Later in the war this was important, with inexperienced pilots.
The cockpit ended up influencing the design of the later F8F Bearcat. To quote an article: "The Bearcat's design was influenced by an evaluation in early 1943 by Grumman test pilots and engineering staff of a captured Focke-Wulf Fw 190 fighter in England.[1]After flying the Fw 190, Grumman test pilot Bob Hall wrote a report he directed to President Leroy Grumman who personally laid out the specifications for Design 58, the successor to the Hellcat, closely emulating the design philosophy that had spawned the German lightweight fighter." As an aside, Hall wasn't told about the 190s landing characteristics, namely that it lands quite heavily with the throttle completely retracted. Hall, accustomed to landing Grumman designs that--being carrier aircraft--were intended to be landed with the engine at idle, ended up bouncing the 190 down the runway and slamming the throttle forward to gain some altitude. On his next attempt, he kept a bit of throttle on. A few of the British ground crewmen made some money, having bet to see how high Hall would bounce when he landed. This latter anecdote can be found in an audio recording of Hall on the Credo Library at Umass dot edu.
@@fraggsta Only the mobile cowl ring and flaps were electric, not the control surfaces. Although the 190 controls were in fact actuated by rods not the usual cables, which rods were less susceptible to slackening over time. It is true the 190 was more newbie friendly, but to get the most out of it, the 109 was actually more "normal" and intuitive. The 190 required combat at low speeds were you pushed on the stick to turn at its best (below 250 mph at 3 Gs), and you had to make the best low speed turns not only by pushing slightly to keep the nose from rising, but also with the stick deflected to catch the wing drop: This was very unsettling for newbies as it was not a normal way of flying, but was where the 190 out-turned most types, especially Spitfires, and P-51s even more so in right turns (again, left turns were more natural to most right handed pilots).
My Grandfather flew Mk9s in the war, it was his favourite plane, he flew Hurricane Spitfire Mk2 MK5 Mk9 then Tempests, he said when 190 was introduced the only hope was to stick with your wing man in a tight turn, but equally when MK9 was introduced the 190 pilots were stunned. My Grandfather died aged 99 in his bed ❤
He was a very fortunate man. He got paid to fly some of the best aircraft ever, and he lived to tell the tale. Many of his contemporaries were not as fortunate. He had a family and lived to be 99. Can't ask for much more out of life than all of that!
@@Dave5843-d9m They had planned the Mk 8 but it wasn't going to be ready as soon as it needed so the Mk 9 was kind of a stopgap hybrid between the 5 and the 8 that could be rushed into service very quickly - the first ones were essentially Mk 5 airframes with minimal modifications to take the Merlin 61 engine intended for the Mk 8.
The 2 stage 2 speed supercharger in the Mk IX is what put it in another class, previous to that they had single stage 2 speed superchargers that really only made max power up to and including medium altitude, the 2 stage supercharger gave it high altitude performance. What's curious about the different Spitfire Mk's though is they also made low altitude versions of each one that had single stage single speed superchargers on the engine's, when you see Mk IXla that means it's one of the low altitude (la) variant's. I've never understood why they just didn't have a designated low altitude Mk instead of making low altitude variant's of the different Mk's, if anything you'd think it'd have been easier on the mechanics and the people in maintenance that have to order and keep track of all the parts.
You forget to mention the one feature that made the 190 engine unique, the Kommadogerät. An engine control that automatically adjusted engine fuel flow, propeller pitch, supercharger setting, mixture and ignition timing so that the pilot only had to control a single power lever. Not having to think about all the adjustments you have to make while throttling back or giving full power, could give you a real advantage during a fight.
Particularly for the new pilots being rushed into the air. There were times when manual adjustments of things like pitch and mixture were handy on long range escort duty.
The 190's kommandogerät, essentially a mechanical FADEC, should get a mention as it enabled single lever control of the the engine & prop which was a big advantage in combat compared to other airplanes.
Big advantage for attrition warfare where replacement pilots needed to develop skills more quickly. Experienced pilots, esp those who converted from 109s, were not so enthralled.
I read that not long after the 8th Air Force B-17s started encountering the FW-190, the 100th Bomb Group had hung a poster outside one of the duty huts depicting an illustration of a grinning pilot asking, "Who's afraid of the new Focke Wulf?" and all the men began signing their names on the poster.
It is amazing how complex these radial aircraft engines were in the 30s and 40s i saw one in a scrap yard apart enough to see the connecting rods the crank timing was so amazing i just stood there gazing at it so long that the owner walked up to asked what i thought i told him thats the finest piece of art ive ever saw including books
It's a beautiful machine. I used to build lots of aeroplane kits as a kid and I always felt a slight pang of guilt when I liked the aesthetics of a German WW2 plane. This was one of them.
@o.k.2968it’s literally a machine made to kill Allies… cognitive dissonance should be expected. I get your sentiment if it was passenger airplanes, or the Volkswagen. Admiring the engineering achievements of the machines that killed our grandfathers? That’s pretty weird.
Probably. Definitely Germany's prettiest warbird of WW2. Although, the 109 is pretty, too. Honestly, as WW2 fighter aircraft fanboy, they're all pretty.
As a fellow WW2 aircraft fanboy, totally agree. I always loved the brutish look of the 190, way more than the boxy-canopy 109. The 109 looks mass-produced by comparison, the 190 looks much more special. I’ve always especially liked the stubbier look of the early 190 models, less so the later and more slender D models.
I absolutely love the videos IWM is putting out. Hearing about the history and development of technology in and out of war is fascinating, thank you so much. I hope there’s plans to make more with as many aircraft/vehicles/ships as possible! If I get the chance to cross the pond, Duxford is very high on my list of places to visit. Thanks for the great work
My dad drove for the red ball express during the DDay invasion delivering ammunition to the troops once they got off the beach. He always kept a lookout for the 190's as they were more feared than the 109's. The 190's were ideal for strafing troops and columns of trucks like the ammo trucks my dad drove.
Luckily, the P-51 arrived 6 months prior to DDay to escort bombers that neutralized the aircraft industry, fighters and their airfields in germany. Allies had air superiority by DDay.
My favorite allied fighters of the war are the Corsair and the Spitfire (of course). When I first saw the 190 on special about the war years ago, I fell in love with it and it is the only German aircraft that I really like. I find them all fascinating, but the 190 holds a special place in my heart due to being a true warhorse of a fighter and I just love the way it looks.
My eldest uncle was a flight-teacher in the 109 from 1938 on - and sent to the eastern front in 1942. He had to switch from the 109 to the 190 and was very unhappy after the first flights due to the fact "that this bird is flying like a Panzer IV" But this changed after the first dogfights with IL2 and LAG3 - and he wrote in his letters that "Marianne (the namen he gave to his 190) saved my life again today" Btw: Kurt Tank wasn`t a real aircraft designer/engineer - he studied electrical engineering - the reason behind why all his aircrafts havent had any hydraulic systems
What is a “real aircraft designer/engineer”? My great uncle Kurt was born in the 1890’s. He was educated at University in the the later 19 teens and early 1920’s. There were not during those Times aeronautical engineering programs at universities as such the folks designing planes had to come from somewhere. This point is probably best made by Kurt Tank’s title at the end of his career. As he held the title of Professor of aeronautical engineering. It’s also worth pointing out that when you look at educational backgrounds and use them as the standard neither Willie Messerschmidt nor the Horton Brothers would be classified as aeronautical engineers either.
Anyone interested in these planes and with the GPU/CPU horsepower to run simulations should get into VR (virtual reality). The closest I get (or ever will get, sadly) to sitting inside these things is in PC games like IL-2 BoS or DCS - but only since high-res VR has become a thing have I truly started to appreciate just how much more modern the 190 was compared to the 109. VR does an excellent job of really putting you in the cockpit - one of my first comments when I started flying with a headset was that it's "like owning your own 109 or 190". In the Focke Wulf you instantly get not just how much more roomy its cockpit was, but also how much better the view out of it was (except over the nose, of course, because: huge-ass radial in front of you). This is especially true WRT the 5/7oc-views on the late-war Dora with the bubble-canopy fitted. And all 190s also have a super clean and straight-forward cockpit-/dash-design, with all instruments, indicators and switches put right where you'd expect them and where you need them. I've been flying virtual Bf 109s for over two decades now, so I feel oddly at home when I "sit" in one, but even I will admit that the 190 is exceptional when it comes to how much thought must've gone into its ergonomics. Especially when you compare it with other, non-German 1939/1940 fighter designs.
Excellent video, great film footage, good straight forward no nonsense narration. Good point made about the very crucial pilot situation for the Luftwaffe towards the end of the war, they actually increased their aircraft production in 1944, but they just didn't have enough quality pilots.
The 190 was a favorite of mine when I was a kid. I built most of the models. Of WWII. Yes Dad was a combat vet. God bless the brave souls that saved the world.
The BMW engine in the fw190 is a development from the Pratt&Whittney hornet design. BMW got a licensed design from P&W . Also the bf109 was a design that was dated by the start of the battle of brittan. So by the time TANK had his airframe approved much had been developed that benefited in making the fw190 so formidable.
i love to hear english in docus .. Especially the voice of Sir Eric Brown and the way he spoke.. so calm but so professional... A WW2 hero and real gentleman...
Whilst working in Germany in 1999, I had the pleasure of meeting Hr Manfred(?) Baumann who owned an advertising agency. As a young man he had polio and spent a long time in hospital, however late in the war, he was trained as a pilot and a flew FW 190D on the eastern front. I suspect he was one of the very young men you mentioned who would fly with minium training. Obviously he did survive, and continued flying in a single engined light aircraft after the war. He spoke at length about the FW190D and confirmed the points made in this video. During the 1990s he installed an extra fuel tank in his light aircraft and flew from Germany, to an air fair in the USA and back. Stopping over in various countries including Iceland and Canada. A very interesting man, with quite a life story.
Excellent presentation!!! Interesting note on Priller... It appears he was the highest scoring Luftwaffe Ace against Spitfires. A total of 68 confirmed "kills" on Spitfires alone. Pretty impressive when you put that into context in that he shot down more Spitfires than any other single Allied ace shot down a total number of planes. But again, Luftwaffe pilots flew until they died.
... and had freedom just to hunt planes. Alied priority was to protect own bombers or ground troops from enemy. btw who really knows russian ace pokryshkin real kills. Some not counted cause stupid system, some "lost" during retreat in hurry, som gifted to killed mates cause it meaned money for their families.
@@AndrejMazak I tend to disbelieve the "kill" claims of the Luftwaffe aces. If those claims had been authentic, Germany would've won the war. Every air force exaggerated its kill-claims, some more than others.
Would be interesting to compare the Spitfire tallies of the German aces on the western front. There where several with totals well over the top Spitfire aces.
Excellent presentation, thank you. Not a super poster but have mentioned before that my father was a B-24 pilot in the 15th, the 98th bomb group and Killer Kane's former squadron. Had much experience with 109 and 190 attacks. The 109s scattered the formations then the 190s came in for the kill, sometimes ten abreast, head-on. Dad said the 190 attacks were the singularly most frightening things he ever experienced in combat. He added there was nothing "friendly" about the 109s or 190s. The German fighters were filthy, splattered with oil. The ground crews had no time to clean them up, just refuel and rearm them and off they went, desperate to defend their homeland as any pilot would.
Johnny Johnson's first encounter with the, 'Butcher Bird,' aka FW 190 occurred during the Dieppe operation in 1942. He provides a detailed account of the action in his book, 'Wing Leader.' He engaged with the unfamiliar looking aircraft and initially held the advantage. However, each time he was about to get into a firing position in his Spitfire VB, the 190 would zoom climb, the VB couldn't stay with it. Johnson also noted that the 190 had a faster rate of roll than his VB. The action continued for about ten minutes of so, eventually, Johnson found himself on the defensive in a tight turn- he believed the tried and tested trick of using a tight turn would out him back on the tail of the 190. He held the turn for 2-3 complete 360 circles, looked over his shoulder and was mortified to see the 190 was nosing around- catching him in the turn. JJ engaged full throttle and pulled the stick back even harder to the point that the VB was shuddering and vibrating- which was what the Spit did to warn it's pilot when it was on the verge of a stall. Looking over his shoulder the 190 was STILL hanging on and slowly edging around, JJ knew that within another couple of turns, the 190 would be a firing position. He knew he needed to do something drastic to escape. Glancing down into the Channel, he observed a RN destroyer and he immediately knew what to do. JJ threw the Spitfire into a dive- heading straight down at the RN destroyer. He 'pulled the tit' ie pushed the throttle right through the gate, thus over riding the rev limiter and applied full WEP - war emergency power. He came howling down at the RN destroyer- the gunner opened fire and sent up a wall of flak. The 190 pilot who was following after JJ had enough- he broke off and headed off back to France. JJ escaped back to Britain and immediately submitted a detailed intel report on the capabilities of the 190. In his account, when he refers to his defensive turn under full power he stated, "The Spitfire was shaking and vibrating, right on the brink of a stall, and still the 190 stuck with me. I had asked the Spitfire for everything she had, and I was simply being out horse powered." Bring on the MK IX!!!! :)
I think it could be that using maximum power did not help the turn times, and may have widened the radius... Quotes from a 1946 article: Johnny Johnson article (top Spitfire ace at 36 kills, and top FW-190A killer at 20): "My duel with the Focke-Wulf": "With wide-open throttles I held the Spitfire V in the tightest of vertical turns [Period slang for vertical bank]. I was greying out. Where was this German, who should, according to my reckoning, [b]be filling my gunsight? I could not see him, and little wonder, [b]for he was gaining on me: In another couple of turns he would have me in his sights.--I asked the Spitfire for all she had in the turn, but the enemy pilot hung behind like a leech.-It could only be a question of time." Many other pilots reported the same: RCAF John Weir interview for Veterans Affairs (Spitfire Mk V vs FW-190A-4 period): "A Hurricane was built like a truck, it took a hell of a lot to knock it down. It was very manoeuvrable, much more manoeuvrable than a Spit, so you could, we could usually outturn a Messerschmitt. They'd, if they tried to turn with us they'd usually flip, go in, at least dive and they couldn't. A Spit was a higher wing loading...The Hurricane was more manoeuvrable than the Spit and, and the Spit was probably, we (Hurricane pilots) could turn one way tighter than the Germans could on a Messerschmitt, but the Focke Wulf could turn the same as we could and, they kept on catching up, you know."." -Squadron Leader Alan Deere, (Osprey Spit MkV aces 1941-45, Ch. 3, p. 2): "Never had I seen the Hun stay and fight it out as these Focke-Wulf pilots were doing... In Me-109s the Hun tactic had always followed the same pattern: a quick pass and away, sound tactics against Spitfires and their superior turning circle. Not so these 190 pilots: They were full of confidence... We lost 8 to their one that day..." The Spitfire was best used at high speeds in a dive. It climbed well in steady climbs, even the Mk V out-climbed FW-190As, but it did not zoom climb very well from the extra speed of a dive.
You have to realize that the Mk.V underwent numerous upgrades including metal ailerons, clipped wings for much faster roll rate and Merlins designed for low flight and a climb rate of 4720 fpm. They were fast hotrods and could take on the 190 no problem.
@@bobsakamanos4469 No Spitfire Mark could turn with the FW-190A, but the Mark V was the closest. Turning at low speed (below 250 mph) is the only thing the FW-190A did well. Its high speed handling was vastly inferior to the Spitfire... This requires at least an 80% disparity from raw wingloading figures (to overcome a 50% difference: 30 lbs/sqfoot vs 45 lbs/sqfoot). The clue to what is happening is described (but not understood) by Eric Brown : He had to push on the 190A's stick in turns below 220 knots. The reason is the curvature of the air, combined with a high prop load from wing drag during turning, causes an induction between prop and wing. The air is compressed between prop and wing, causing tension between prop and wing: This does not create lift, but it does cancel out most of the nose's mass momentum.... You do not always need more energy to turn a heavier aircraft if you have more force, but to understand that you need to understand the differences between energy and force. Most people, including pilots, engineers and even some physics professors, have a terrible time applying those concepts to real world examples, which is why the myth of the 190's poor low speed turn persists.
@@wrathofatlantis2316 new info. I'll research that. "..tension between prop and wing" is a strange term. Climb was a key metric in the fight and too many kids use wiki as their source of data for the Mk.V. The turning fight had already given way to energy fighting by mid war, so climb performance was critical, but turn radius and roll rate depended on altitude and speed. The 190 speed, altitude and a/c armament configuration are all variables changing with dates. LF Mk.V's of course needed top cover but were most effective and desired by pilots.
@@bobsakamanos4469 If you read late War combat throughout the world, you will find slow speed combat was becoming more and more common over multiple consecutive circles by 1944-45, particularly for the FW-190A, the Razorback P-47, and even the P-51 and Me-109s (but never the Japanese Navy, which stuck deadfast to hit and run throughout the whole war, a recent discovery by intelligence historian Justin Pyke). Even more remarkable, and more and more common by 1944, is the cutting of the throttle to a partial setting after the speed has dropped, to reduce the turn radius futher after the speed had bottomed out, this often described as a contest of who can turn the slowest, since the smaller radius gave the aiming lead and thus won.... "Turning is a race where the slowest wins" was the period saying concerning this. Even on FW-190D-9 Eric Brunotte describes that full continuous power was rarely used in combat, and War Emergency NEVER, except once to take off from a family backyard during an impromptu family visit, with two D-9s visiting a farmhouse...
A great video and thanks for producing it. One feature which you didn't mention was its incredible firepower. Think it was the heaviest of any ww2 single engined fighter with 4x20mm cannon and 2 x 7.7mm, later 2 x13 mm, machine guns..
Also very mass producable. Got produced in respectable numbers till the very end of the war, its production was distributed across Germany. Kurt Tank took his time designing and fine tuning this one.
Fantastic video, thank you mate🙏 IWM & The Tank museum, really have got a great team of commentators & experts, that do a brilliant job at bringing these stories to life, and, (more often than not) stood or leaning on, one of the actual aircraft or vehicles etc, shown in the footage. 🙏 What is your opinion on the what was the ‘Best’ piston engined fighter of WW2? It’d be Interesting to see if it turns out to be either a fighter that appeared during the war, like the Focke Wulf 190, Mustang et all or, one that was continuously developed throughout the War like the Spitfire or 109.
Great video, thank you for the work. If im right BMW didnt was allowed to bild more engine's for planes. They bild some realy good Engine's. I enjoy youre work a lot. Greetings from Germany
... was allowed to build* (switch off German auto-correct when typing in English) more engines* for planes. They built* some really* good engines* (plural, no apostrophe). I enjoy your* work.
Just to add, the 190 was almost a failure, the engine overheating problems were so bad that the type was on the verge of being cancelled altogether, both Focke-Wulf & BMW blamed each other while the problem continued. Engines frequently suffered severe heat damage after just a few hours of operation, necessitating a complete rebuild or replacement. It wasn't until October 1941 that a technical officer of III/JG 26, Oblt Rolf Shrodter decided to gather all failed engines at his workshop & examined them & found that the bottom cylinder of the rear row was heat seized on most engines, his quick fix was to reroute the exhaust system so as to allow more cool air to flow through. This reduced the problem to at least acceptable levels, though problems persisted this modification was quickly adopted on the production lines with BMW (who were in the frame for severe punishment from the high command) letting out a sigh of relief. As the war progressed & production was rapidly increased, the manufacturing quality of the aircraft dropped off dramatically to the point that in May 1942 the RLM called meetings with BMW & FW to try & resolve these problems. A list of 24 complaints from front line units were compiled & presented by JG 26 technical officer Ernst Battmer. Among the problems he listed were irregularly sized wings made by contractors, poor wheel brakes, fuel pump failures, over large control sticks, weak undercarriage bolts, leaky valves, poorly fitting cockpit canopies, too short starter handles, woeful external paint finishes & the ever present frequent engine failures. Quite a lot of problems for an aircraft that was around 2 & a half times more expensive than the Me109 & shows that history seems to leave out a lot of detail. Still I do like the FW190 & it didn't kill as many novice pilots as the Me109 in training, especially in take off or landing accidents.
That Focke Wulf Ta. 152 was the best. It had a pressurized cabin and had a maximum ceiling of 48,550ft. One of the 152s test pilots encountered a couple of P-51s on a test flight and only had to open the throttle and pull away from them.
If the Bf109 was a Greyhound, the FW190 was a real mastiff, well armed and fast, luckily it entered in service more than a year after BoB, it could've been devastating against early Spits, only thanks to the great flexibility of R. Mitchell 's masterpiece was possible adapt a new engine to the Spitfire for fighting this new foe.
The last versions FW had an inline engine, but still with the round radiator! And Kurt Tank went to Argentine to make planes for Juan Peron. So his last project was a jet.
The Mark V Spitfire was a beautiful bird, but the crude carburator it used really limited it's agility with negative G maneuvers. This was corrected in later models, but initially it was a serious issue.
@@jacktattis yes with the RAE restrictor I think - but this only lessened the problem to a certain extent and it certainly was still there. The problem was not solved until the bendix stromberg Pressure carburettor which came in the mark 9s
Small correction on the drag part: the 190 was very sleek within its limitations. Yes the frontal area of a radial engine is bigger, but it's compensated by the lack of any exposed radiators (which are concealed behind the armored ring around the intake) unlike the Bf109 or Spitfire, a streamlined fuselage and engine cowling, a sloped front windscreen, and shorter wings. Finding data for this is cumbersome (especially because the british love using psi instead of engine power), but if we compare the top speeds at sea level of a Fw 190 A-5 with a 1655hp BMW 801 D2 against a Spitfire Mk9 with a 1664hp Merlin 66 @18psi boost, these two aircraft are doing 352mph/567kph and 330mph/531kph respectively. Not a large difference, no - but one that ensures the Fw190 will be uncatchable in the right situation. There was also an experimental model where they ran a 190 A-4 all the way up to 1.7ata, resulting in an estimated 450-500hp increase. That one reached 607kph at sea level, a speed higher than many of the later Griffon Spitfires could reach at the same altitude even when equalized for power - of course, that manifold pressure wasn't sustainable for a combat aircraft, and that is part of the reason why the BMW 801 got replaced by the much more powerful Jumo 213.
Love the videos IWM put out!! You all do a great job!! Seen the FW190 on display at RAF Museum Midlands. Only one original FW190 is airworthy which is part of the Flying Heritage Combat Museum founded by the late Co founder of Microsoft Paul Allen but, that is soon to change as the Collings Foundation have one & is being restored by GossHawk in the USA. it has done engine runs.
I agree that the 190 was germanys best all around fighter. Fighter, bomber, interceptor, and night fighter all in one. I think the 109 pilots who stuck with it, only did so for familiarity reasons.
I thought I’d reached saturation point after soaking up endless hours of documentaries on aviation engineering and performance advances during the Second World War. These IWM videos in this format with this presenter (no disrespect to the others) revitalises my curiosity. IWM Lambeth is a bus ride away…..
The Fw 190 was a very good plane but from 1943 on, the lack of high altitude performance and a top speed of only 404 mph really hurt the plane. Focke-Wulf should have pressured Daimler-Benz to offer the DB 603 engine in quantity by late 1943, which would have resulted in the potentially outstanding Fw 190C with a top speed of just over 430 mph and good performance at altitude, which would have made it a difficult foe for the P-51B/C and P-47D by early 1944.
@@goranilincic2644 But the Bf-109 until the later G models had a big problem: the top speed of the Bf 109G-6 was only 386 mph, well below the top speed of the P-51B/C and P-47D models. As such, the American fighters could out-zoom the Bf 109 until the Bf-109G-10 and later models with improved DB 605 engines became available starting summer 1944.
@@Sacto1654 you are absolutely right about that.I have just tried to say that Bf's tactics "boom&zoom" worked quite well. In the other words,attacking from the higher altitudes,quick burst and repeat.
The Fw-190C called the "Känguruh" was an experimental variant that aimed to improve high altitude performance with a turbocharged Daimler-Benz DB-603 inverted V12 engine. In the end the FW-190D fitted with the Jumo-213 was able to achieve similar enough performance without the turbocharger so the FW-190C was dropped. With the FW-190D the Butcher Bird won back its edge again, but its effect was limited by the lack of fuel, poor quality and experience of pilots and the huge numerical superiority of Allied fighters.
was always a WWII buff since childhood, the 190 and the F4 Corsair(likely due to Blacksheep Squadron being my favorite show as a kid) were my favorites
My favorite plane..... Didn't cover 2 major advantages 1. Single power lever for engine, mixture and prop (FADEC) and the pilot sat with their legs basically straight out enabling them to handle more G than other planes, well that and up to 4 20mm cannon.
@@gordonwallin2368 And ESPECIALLY the fact that Kurt Tank was a Cavalryman during WW1; he felt a combat aircraft should also be rugged and easy to operate and maintain in the field--a 'rugged plow horse, not a pampered thoroughbred (which is what the thought of the Me109)'.
I take great delight driving my 2021 Mini Cooper S all4 Countryman. A famous British auto powered by a famous German BMW! I have the best of both country's engineering! The FW-190, P-38, and Spitfire are former adversaries, but all represent state of the art 1940s piston aircraft.
The pilot of the captured 190, Faber, was not an inexperienced pilot. He was an instructor who had flown 1,000 hours. Shortly before landing he had shot down a Spitfire in a complicated manoeuvre.
The engine fan was a carryover from the prototype's aerodynamic cowling and spinner. The fan was necessary for adequate cooling through a very small inlet area. It didn't work. A traditional NACA type cowl was eventually adopted. But they never got rid of the BMW's fan.
Im sorry i know this is about the Fw190...but when the presenter mentioned that ppl sometimes associate BMWs with drivers that dont use turn indicators i laughed so hard! SO TRUE! I live in the US and glad to know this seems to be a universal pet peeve v
One of its big features was the engine control unit that took care of pitch, mixture and boost automatically. It substantially reduced the pilots work load and it’s still not a common system in this day and age in general aviation
The 190`s cockpit layout is a thing of beauty. So clean.
190's cockpit layout is awesome compared to other planes of the time. Logical and - as you put it - clean.
And way more cramped than the Me-109... 22 inches at the shoulders vs 24, and no lateral head movement at all... But the FW-190A turned slightly better at low speeds, especially to the right below 250 mph, and that mattered more than anything else about it: Russian Red Fleet article: "The 190A will inevitably offer turning combat at minimum speed." And if you think that is wrong, you haven't shot down as many of them as Pierre Clostermann (10): "The idea that at low speeds, below 220 knots, the Spitfire out-turned the FW-190A, or the 109, is a good joke." And no, they mostly fought at 3Gs and 200 mph, and almost never above 5G (although the Spitfire more often did, since like the P-51, it liked high speeds)...
It's one of the first aircraft to make an attempt at an ergonomic cockpit layout. By this I mean main flying instruments grouped together, engine instruments grouped etc. Contrast this to earlier British aircraft where the designers and engineers pretty much just put the instruments wherever there was space on the panel with no real thought towards how the pilot needed to use them. I'm not sure which did this first but the P51 was also an early attempt to group the instruments into a logical layout to make things easier for the pilot.
Another thing that is worth mentioning about the 190 is how many of its control surfaces were electrically operated and generally very easy to use. Later in the war this was important, with inexperienced pilots.
The cockpit ended up influencing the design of the later F8F Bearcat.
To quote an article: "The Bearcat's design was influenced by an evaluation in early 1943 by Grumman test pilots and engineering staff of a captured Focke-Wulf Fw 190 fighter in England.[1]After flying the Fw 190, Grumman test pilot Bob Hall wrote a report he directed to President Leroy Grumman who personally laid out the specifications for Design 58, the successor to the Hellcat, closely emulating the design philosophy that had spawned the German lightweight fighter."
As an aside, Hall wasn't told about the 190s landing characteristics, namely that it lands quite heavily with the throttle completely retracted. Hall, accustomed to landing Grumman designs that--being carrier aircraft--were intended to be landed with the engine at idle, ended up bouncing the 190 down the runway and slamming the throttle forward to gain some altitude. On his next attempt, he kept a bit of throttle on.
A few of the British ground crewmen made some money, having bet to see how high Hall would bounce when he landed. This latter anecdote can be found in an audio recording of Hall on the Credo Library at Umass dot edu.
@@fraggsta Only the mobile cowl ring and flaps were electric, not the control surfaces. Although the 190 controls were in fact actuated by rods not the usual cables, which rods were less susceptible to slackening over time. It is true the 190 was more newbie friendly, but to get the most out of it, the 109 was actually more "normal" and intuitive. The 190 required combat at low speeds were you pushed on the stick to turn at its best (below 250 mph at 3 Gs), and you had to make the best low speed turns not only by pushing slightly to keep the nose from rising, but also with the stick deflected to catch the wing drop: This was very unsettling for newbies as it was not a normal way of flying, but was where the 190 out-turned most types, especially Spitfires, and P-51s even more so in right turns (again, left turns were more natural to most right handed pilots).
My Grandfather flew Mk9s in the war, it was his favourite plane, he flew Hurricane Spitfire Mk2 MK5 Mk9 then Tempests, he said when 190 was introduced the only hope was to stick with your wing man in a tight turn, but equally when MK9 was introduced the 190 pilots were stunned. My Grandfather died aged 99 in his bed ❤
He was a very fortunate man. He got paid to fly some of the best aircraft ever, and he lived to tell the tale. Many of his contemporaries were not as fortunate. He had a family and lived to be 99. Can't ask for much more out of life than all of that!
The Spitfire Mk-9 was introduced very quickly. It must been planned a good while before it was needed.
@@Dave5843-d9m They had planned the Mk 8 but it wasn't going to be ready as soon as it needed so the Mk 9 was kind of a stopgap hybrid between the 5 and the 8 that could be rushed into service very quickly - the first ones were essentially Mk 5 airframes with minimal modifications to take the Merlin 61 engine intended for the Mk 8.
I saw the title and wondered if it applied to all spitfire marks. Good thing your comment was second from the top. :)
The 2 stage 2 speed supercharger in the Mk IX is what put it in another class, previous to that they had single stage 2 speed superchargers that really only made max power up to and including medium altitude, the 2 stage supercharger gave it high altitude performance.
What's curious about the different Spitfire Mk's though is they also made low altitude versions of each one that had single stage single speed superchargers on the engine's, when you see Mk IXla that means it's one of the low altitude (la) variant's.
I've never understood why they just didn't have a designated low altitude Mk instead of making low altitude variant's of the different Mk's, if anything you'd think it'd have been easier on the mechanics and the people in maintenance that have to order and keep track of all the parts.
You forget to mention the one feature that made the 190 engine unique, the Kommadogerät. An engine control that automatically adjusted engine fuel flow, propeller pitch, supercharger setting, mixture and ignition timing so that the pilot only had to control a single power lever.
Not having to think about all the adjustments you have to make while throttling back or giving full power, could give you a real advantage during a fight.
Particularly for the new pilots being rushed into the air. There were times when manual adjustments of things like pitch and mixture were handy on long range escort duty.
No supercharger
The FW190 does have a supercharger.
@@biddyboy1570
@@biddyboy1570 2 stage supercharger
American test pilots didn't like this feature for some reason.
The 190's kommandogerät, essentially a mechanical FADEC, should get a mention as it enabled single lever control of the the engine & prop which was a big advantage in combat compared to other airplanes.
Big advantage for attrition warfare where replacement pilots needed to develop skills more quickly. Experienced pilots, esp those who converted from 109s, were not so enthralled.
I read that not long after the 8th Air Force B-17s started encountering the FW-190, the 100th Bomb Group had hung a poster outside one of the duty huts depicting an illustration of a grinning pilot asking, "Who's afraid of the new Focke Wulf?" and all the men began signing their names on the poster.
I particularly enjoy the insights from pilots of opposing air forces who've flown other planes
It is amazing how complex these radial aircraft engines were in the 30s and 40s i saw one in a scrap yard apart enough to see the connecting rods the crank timing was so amazing i just stood there gazing at it so long that the owner walked up to asked what i thought i told him thats the finest piece of art ive ever saw including books
If the Me109 was a race horse in its Time... the FW190 concept was a WAR HORSE....!!!! Greetings from Lima-Perú!!!
Concordo inteiramente. Salud.
Got coke?
Haha.. excellent analogy!
But the original Warthog was the beast from Farmingdale - the P-47 Thunderbolt!
@@josephheselberger4356You know what he’s talking about so why correct him?
My father was a B-17 pilot and was shot down by the Butcher Bird. The allied bomber pilots were more concerned by the 190 than the 109. Hellavu plane.
The 190 could carry more cannons and rocket mortars. Definitely a nightmare to bombers
I've heard that many a time too.
respectfully,
A royal Signaller.
@@MattKearneyFan1 standard was 4x20 mm + some MGs, I play just simulators and its better shredder than messer
There is a good video explaining how the German cannon HE worked and how effective it was at bringing down any aircraft.
Janes wwii fighters, standard fw190 loadout was 4 20mm cannons+2 12.7mm through the propeller. That was some serious firepower. Y i loved the plane.
It's a beautiful machine. I used to build lots of aeroplane kits as a kid and I always felt a slight pang of guilt when I liked the aesthetics of a German WW2 plane. This was one of them.
Why? The Nazis were filth, but their machines are the best looking easily by miles.
A lot of our modern technology came from N@zi scientists.
@o.k.2968it’s literally a machine made to kill Allies… cognitive dissonance should be expected. I get your sentiment if it was passenger airplanes, or the Volkswagen. Admiring the engineering achievements of the machines that killed our grandfathers? That’s pretty weird.
Nothing to be worried about. Allies committed many more war crimes than the Germans.
@@xxelaxela333 not really, it's just a machine dude
Great video on the history of the FW190 and well presented too by the curator. Really enjoyed it, thanks for sharing 😊
That intro about BMW drivers is spot on!
Funny how they have the same (bad) reputation as here in Germany.
Awesome video. Greetings from the son of a WWII combat veteran living in southern Nevada, USA. As a single engine pilot, I love all WWII fighters.
Probably. Definitely Germany's prettiest warbird of WW2. Although, the 109 is pretty, too. Honestly, as WW2 fighter aircraft fanboy, they're all pretty.
They really were
Hello ? Do-335 ?
Ju-87 "Stuka" (Sturzkampfbomber - Dive Bomber)
As a fellow WW2 aircraft fanboy, totally agree. I always loved the brutish look of the 190, way more than the boxy-canopy 109. The 109 looks mass-produced by comparison, the 190 looks much more special.
I’ve always especially liked the stubbier look of the early 190 models, less so the later and more slender D models.
@@jus7040 the stuka was a decent plane but definitely not a pretty one
Yet again Graham Rodgers gives a very interesting and informative talk. Thank you Graham.
I absolutely love the videos IWM is putting out. Hearing about the history and development of technology in and out of war is fascinating, thank you so much. I hope there’s plans to make more with as many aircraft/vehicles/ships as possible! If I get the chance to cross the pond, Duxford is very high on my list of places to visit. Thanks for the great work
Visit the Shuttleworth Collection too.
My dad drove for the red ball express during the DDay invasion delivering ammunition to the troops once they got off the beach. He always kept a lookout for the 190's as they were more feared than the 109's. The 190's were ideal for strafing troops and columns of trucks like the ammo trucks my dad drove.
That's awesome, my great uncle drove an ammo truck in Vietnam.
Luckily, the P-51 arrived 6 months prior to DDay to escort bombers that neutralized the aircraft industry, fighters and their airfields in germany. Allies had air superiority by DDay.
I really enjoy listening to Graham Rodgers. He is among the few people I even listen to when they tell we what I already know.
Fascinating! Not usually my cup of tea but it really goes to show the constant competition and outclassing that occurs in war.
My favorite allied fighters of the war are the Corsair and the Spitfire (of course). When I first saw the 190 on special about the war years ago, I fell in love with it and it is the only German aircraft that I really like. I find them all fascinating, but the 190 holds a special place in my heart due to being a true warhorse of a fighter and I just love the way it looks.
My eldest uncle was a flight-teacher in the 109 from 1938 on - and sent to the eastern front in 1942. He had to switch from the 109 to the 190 and was very unhappy after the first flights due to the fact "that this bird is flying like a Panzer IV" But this changed after the first dogfights with IL2 and LAG3 - and he wrote in his letters that "Marianne (the namen he gave to his 190) saved my life again today"
Btw: Kurt Tank wasn`t a real aircraft designer/engineer - he studied electrical engineering - the reason behind why all his aircrafts havent had any hydraulic systems
109 = THOUROBRED 190 = WAR HORSE
Thanks for sharing this little story. Appreciate it.
What is a “real aircraft designer/engineer”?
My great uncle Kurt was born in the 1890’s. He was educated at University in the the later 19 teens and early 1920’s. There were not during those Times aeronautical engineering programs at universities as such the folks designing planes had to come from somewhere.
This point is probably best made by Kurt Tank’s title at the end of his career. As he held the title of Professor of aeronautical engineering.
It’s also worth pointing out that when you look at educational backgrounds and use them as the standard neither Willie Messerschmidt nor the Horton Brothers would be classified as aeronautical engineers either.
@@joangratzer2101 well the 109 was originally a racing plane right?
@@Lexbomb6464 THE FW-190 WAS A WAR HORSE AND PERFORMED MAGNIFICENTLY IN A NUMBER OF ROLES; GROUND ATTACK/TROOP COVER, DOG FIGHTING, BOMBER KILLING.
I always learn something I didn't know from these Duxford videos. Thank you.
Not to mention it was armed to the flipping teeth. The standard version iirc came with FOUR 20 mm cannons, not to mention two 50 cals.
That was an absolute incredible documentation. Positive and not belittling. RIP all fighter Pilots.
Not all, There are quite a few who committed war crimes, German and allied pilots alike.
Anyone interested in these planes and with the GPU/CPU horsepower to run simulations should get into VR (virtual reality). The closest I get (or ever will get, sadly) to sitting inside these things is in PC games like IL-2 BoS or DCS - but only since high-res VR has become a thing have I truly started to appreciate just how much more modern the 190 was compared to the 109.
VR does an excellent job of really putting you in the cockpit - one of my first comments when I started flying with a headset was that it's "like owning your own 109 or 190".
In the Focke Wulf you instantly get not just how much more roomy its cockpit was, but also how much better the view out of it was (except over the nose, of course, because: huge-ass radial in front of you). This is especially true WRT the 5/7oc-views on the late-war Dora with the bubble-canopy fitted.
And all 190s also have a super clean and straight-forward cockpit-/dash-design, with all instruments, indicators and switches put right where you'd expect them and where you need them. I've been flying virtual Bf 109s for over two decades now, so I feel oddly at home when I "sit" in one, but even I will admit that the 190 is exceptional when it comes to how much thought must've gone into its ergonomics. Especially when you compare it with other, non-German 1939/1940 fighter designs.
Excellent video, great film footage, good straight forward no nonsense narration. Good point made about the very crucial pilot situation for the Luftwaffe towards the end of the war, they actually increased their aircraft production in 1944, but they just didn't have enough quality pilots.
Another superb presentation Graham.
The 190 was a favorite of mine when I was a kid. I built most of the models. Of WWII. Yes Dad was a combat vet.
God bless the brave souls that saved the world.
I saw a restored Fw 190 at the aircraft museum in Bodø, Norway. It was a beautiful and mean-looking aircraft.
The BMW engine in the fw190 is a development from the Pratt&Whittney hornet design. BMW got a licensed design from P&W . Also the bf109 was a design that was dated by the start of the battle of brittan. So by the time TANK had his airframe approved much had been developed that benefited in making the fw190 so formidable.
Battle* of Britain*
So that is why it could only get to 37400ft While the Spits were getting above 40000 ft
LOVE ALL OF THESE VIDEOS! Great job, guys. Someday, I'll visit the museum and meet the birds in person. Cheers from Argentina.
i love to hear english in docus .. Especially the voice of Sir Eric Brown and the way he spoke.. so calm but so professional... A WW2 hero and real gentleman...
Whilst working in Germany in 1999, I had the pleasure of meeting Hr Manfred(?) Baumann who owned an advertising agency. As a young man he had polio and spent a long time in hospital, however late in the war, he was trained as a pilot and a flew FW 190D on the eastern front. I suspect he was one of the very young men you mentioned who would fly with minium training.
Obviously he did survive, and continued flying in a single engined light aircraft after the war.
He spoke at length about the FW190D and confirmed the points made in this video.
During the 1990s he installed an extra fuel tank in his light aircraft and flew from Germany, to an air fair in the USA and back. Stopping over in various countries including Iceland and Canada.
A very interesting man, with quite a life story.
Fantastic video and very good presentation. Thank you from Germany!
Speaker was surrounded by very interesting pieces...I need to go to UK & visit their museums ...
An excellent short on the FW-190... well done to all involved...
Good analysis of equipment vs equipment. As to the men it makes me want to throw up..
The best of us wasted as trash.
Excellent presentation!!! Interesting note on Priller... It appears he was the highest scoring Luftwaffe Ace against Spitfires. A total of 68 confirmed "kills" on Spitfires alone. Pretty impressive when you put that into context in that he shot down more Spitfires than any other single Allied ace shot down a total number of planes. But again, Luftwaffe pilots flew until they died.
I agree. Excellent presentation, music to my ears.
... and had freedom just to hunt planes. Alied priority was to protect own bombers or ground troops from enemy. btw who really knows russian ace pokryshkin real kills. Some not counted cause stupid system, some "lost" during retreat in hurry, som gifted to killed mates cause it meaned money for their families.
@@AndrejMazak I tend to disbelieve the "kill" claims of the Luftwaffe aces.
If those claims had been authentic, Germany would've won the war.
Every air force exaggerated its kill-claims, some more than others.
Would be interesting to compare the Spitfire tallies of the German aces on the western front. There where several with totals well over the top Spitfire aces.
Spitfires? Which Spitfire Mk's would be the real question. Late LF Mk.V's, IXs, VII's, XIVs were all quite capable of taking on the 190.
Excellent presentation, thank you. Not a super poster but have mentioned before that my father was a B-24 pilot in the 15th, the 98th bomb group and Killer Kane's former squadron. Had much experience with 109 and 190 attacks. The 109s scattered the formations then the 190s came in for the kill, sometimes ten abreast, head-on. Dad said the 190 attacks were the singularly most frightening things he ever experienced in combat. He added there was nothing "friendly" about the 109s or 190s. The German fighters were filthy, splattered with oil. The ground crews had no time to clean them up, just refuel and rearm them and off they went, desperate to defend their homeland as any pilot would.
My favourite German WWII fighter. Absolutely loved making the Airfix model during the early 1980s.
Johnny Johnson's first encounter with the, 'Butcher Bird,' aka FW 190 occurred during the Dieppe operation in 1942. He provides a detailed account of the action in his book, 'Wing Leader.' He engaged with the unfamiliar looking aircraft and initially held the advantage. However, each time he was about to get into a firing position in his Spitfire VB, the 190 would zoom climb, the VB couldn't stay with it. Johnson also noted that the 190 had a faster rate of roll than his VB. The action continued for about ten minutes of so, eventually, Johnson found himself on the defensive in a tight turn- he believed the tried and tested trick of using a tight turn would out him back on the tail of the 190. He held the turn for 2-3 complete 360 circles, looked over his shoulder and was mortified to see the 190 was nosing around- catching him in the turn. JJ engaged full throttle and pulled the stick back even harder to the point that the VB was shuddering and vibrating- which was what the Spit did to warn it's pilot when it was on the verge of a stall. Looking over his shoulder the 190 was STILL hanging on and slowly edging around, JJ knew that within another couple of turns, the 190 would be a firing position. He knew he needed to do something drastic to escape. Glancing down into the Channel, he observed a RN destroyer and he immediately knew what to do. JJ threw the Spitfire into a dive- heading straight down at the RN destroyer. He 'pulled the tit' ie pushed the throttle right through the gate, thus over riding the rev limiter and applied full WEP - war emergency power. He came howling down at the RN destroyer- the gunner opened fire and sent up a wall of flak. The 190 pilot who was following after JJ had enough- he broke off and headed off back to France. JJ escaped back to Britain and immediately submitted a detailed intel report on the capabilities of the 190. In his account, when he refers to his defensive turn under full power he stated, "The Spitfire was shaking and vibrating, right on the brink of a stall, and still the 190 stuck with me. I had asked the Spitfire for everything she had, and I was simply being out horse powered."
Bring on the MK IX!!!! :)
I think it could be that using maximum power did not help the turn times, and may have widened the radius...
Quotes from a 1946 article: Johnny Johnson article (top Spitfire ace at 36 kills, and top FW-190A killer at 20): "My duel with the Focke-Wulf": "With wide-open throttles I held the Spitfire V in the tightest of vertical turns [Period slang for vertical bank]. I was greying out. Where was this German, who should, according to my reckoning, [b]be filling my gunsight? I could not see him, and little wonder, [b]for he was gaining on me: In another couple of turns he would have me in his sights.--I asked the Spitfire for all she had in the turn, but the enemy pilot hung behind like a leech.-It could only be a question of time."
Many other pilots reported the same:
RCAF John Weir interview for Veterans Affairs (Spitfire Mk V vs FW-190A-4 period): "A Hurricane was built like a truck, it took a hell of a lot to knock it down. It was very manoeuvrable, much more manoeuvrable than a Spit, so you could, we could usually outturn a Messerschmitt. They'd, if they tried to turn with us they'd usually flip, go in, at least dive and they couldn't. A Spit was a higher wing loading...The Hurricane was more manoeuvrable than the Spit and, and the Spit was probably, we (Hurricane pilots) could turn one way tighter than the Germans could on a Messerschmitt, but the Focke Wulf could turn the same as we could and, they kept on catching up, you know."."
-Squadron Leader Alan Deere, (Osprey Spit MkV aces 1941-45, Ch. 3, p. 2): "Never had I seen the Hun stay and fight it out as these Focke-Wulf pilots were doing... In Me-109s the Hun tactic had always followed the same pattern: a quick pass and away, sound tactics against Spitfires and their superior turning circle. Not so these 190 pilots: They were full of confidence... We lost 8 to their one that day..."
The Spitfire was best used at high speeds in a dive. It climbed well in steady climbs, even the Mk V out-climbed FW-190As, but it did not zoom climb very well from the extra speed of a dive.
You have to realize that the Mk.V underwent numerous upgrades including metal ailerons, clipped wings for much faster roll rate and Merlins designed for low flight and a climb rate of 4720 fpm. They were fast hotrods and could take on the 190 no problem.
@@bobsakamanos4469 No Spitfire Mark could turn with the FW-190A, but the Mark V was the closest. Turning at low speed (below 250 mph) is the only thing the FW-190A did well. Its high speed handling was vastly inferior to the Spitfire... This requires at least an 80% disparity from raw wingloading figures (to overcome a 50% difference: 30 lbs/sqfoot vs 45 lbs/sqfoot). The clue to what is happening is described (but not understood) by Eric Brown : He had to push on the 190A's stick in turns below 220 knots. The reason is the curvature of the air, combined with a high prop load from wing drag during turning, causes an induction between prop and wing. The air is compressed between prop and wing, causing tension between prop and wing: This does not create lift, but it does cancel out most of the nose's mass momentum.... You do not always need more energy to turn a heavier aircraft if you have more force, but to understand that you need to understand the differences between energy and force. Most people, including pilots, engineers and even some physics professors, have a terrible time applying those concepts to real world examples, which is why the myth of the 190's poor low speed turn persists.
@@wrathofatlantis2316 new info. I'll research that. "..tension between prop and wing" is a strange term. Climb was a key metric in the fight and too many kids use wiki as their source of data for the Mk.V. The turning fight had already given way to energy fighting by mid war, so climb performance was critical, but turn radius and roll rate depended on altitude and speed. The 190 speed, altitude and a/c armament configuration are all variables changing with dates. LF Mk.V's of course needed top cover but were most effective and desired by pilots.
@@bobsakamanos4469 If you read late War combat throughout the world, you will find slow speed combat was becoming more and more common over multiple consecutive circles by 1944-45, particularly for the FW-190A, the Razorback P-47, and even the P-51 and Me-109s (but never the Japanese Navy, which stuck deadfast to hit and run throughout the whole war, a recent discovery by intelligence historian Justin Pyke). Even more remarkable, and more and more common by 1944, is the cutting of the throttle to a partial setting after the speed has dropped, to reduce the turn radius futher after the speed had bottomed out, this often described as a contest of who can turn the slowest, since the smaller radius gave the aiming lead and thus won.... "Turning is a race where the slowest wins" was the period saying concerning this. Even on FW-190D-9 Eric Brunotte describes that full continuous power was rarely used in combat, and War Emergency NEVER, except once to take off from a family backyard during an impromptu family visit, with two D-9s visiting a farmhouse...
A great video and thanks for producing it. One feature which you didn't mention was its incredible firepower. Think it was the heaviest of any ww2 single engined fighter with 4x20mm cannon and 2 x 7.7mm, later 2 x13 mm, machine guns..
Actually variants of it could even get up to 6x20mm + machineguns or 2x20mm and 2x30mm + machineguns.
Also very mass producable. Got produced in respectable numbers till the very end of the war, its production was distributed across Germany. Kurt Tank took his time designing and fine tuning this one.
Thanks IWM for another great explanatory video.
Fantastic video, thank you mate🙏 IWM & The Tank museum, really have got a great team of commentators & experts, that do a brilliant job at bringing these stories to life,
and, (more often than not) stood or leaning on, one of the actual aircraft or vehicles etc, shown in the footage. 🙏
What is your opinion on the what was the ‘Best’ piston engined fighter of WW2?
It’d be Interesting to see if it turns out to be either a fighter that appeared during the war, like the Focke Wulf 190, Mustang et all or, one that was continuously developed throughout the War like the Spitfire or 109.
Great video, thank you for the work.
If im right BMW didnt was allowed to bild more engine's for planes. They bild some realy good Engine's. I enjoy youre work a lot.
Greetings from Germany
... was allowed to build* (switch off German auto-correct when typing in English) more engines* for planes. They built* some really* good engines* (plural, no apostrophe). I enjoy your* work.
That was really well done! No politics, just presented the information beautifully. New Subscriber.
Exceptional video and of course, an amazing airplane (if you ask me, the best sounding piston engine ever); cheers from Argentina !
Just to add, the 190 was almost a failure, the engine overheating problems were so bad that the type was on the verge of being cancelled altogether, both Focke-Wulf & BMW blamed each other while the problem continued. Engines frequently suffered severe heat damage after just a few hours of operation, necessitating a complete rebuild or replacement. It wasn't until October 1941 that a technical officer of III/JG 26, Oblt Rolf Shrodter decided to gather all failed engines at his workshop & examined them & found that the bottom cylinder of the rear row was heat seized on most engines, his quick fix was to reroute the exhaust system so as to allow more cool air to flow through. This reduced the problem to at least acceptable levels, though problems persisted this modification was quickly adopted on the production lines with BMW (who were in the frame for severe punishment from the high command) letting out a sigh of relief. As the war progressed & production was rapidly increased, the manufacturing quality of the aircraft dropped off dramatically to the point that in May 1942 the RLM called meetings with BMW & FW to try & resolve these problems. A list of 24 complaints from front line units were compiled & presented by JG 26 technical officer Ernst Battmer. Among the problems he listed were irregularly sized wings made by contractors, poor wheel brakes, fuel pump failures, over large control sticks, weak undercarriage bolts, leaky valves, poorly fitting cockpit canopies, too short starter handles, woeful external paint finishes & the ever present frequent engine failures. Quite a lot of problems for an aircraft that was around 2 & a half times more expensive than the Me109 & shows that history seems to leave out a lot of detail. Still I do like the FW190 & it didn't kill as many novice pilots as the Me109 in training, especially in take off or landing accidents.
Excellent delivery, thank you.
That Focke Wulf Ta. 152 was the best. It had a pressurized cabin and had a maximum ceiling of 48,550ft. One of the 152s test pilots encountered a couple of P-51s on a test flight and only had to open the throttle and pull away from them.
kurt tank himself
Fantastic insight to the Butcher Bird
Very nicely done this video, many thanks! But please note the E at the End of "Focke" is not silent. Greetings from Bremen 😉
I think the dropping of the "e" is more to do with the speaker's regional English accent than anything else.
You're absolutely right
If the Bf109 was a Greyhound, the FW190 was a real mastiff, well armed and fast, luckily it entered in service more than a year after BoB, it could've been devastating against early Spits, only thanks to the great flexibility of R. Mitchell 's masterpiece was possible adapt a new engine to the Spitfire for fighting this new foe.
... it entered *service ...
Glorious as always, Graham. Hope we can come to Duxford next year :)
The last versions FW had an inline engine, but still with the round radiator! And Kurt Tank went to Argentine to make planes for Juan Peron. So his last project was a jet.
What an excellent Video - all useful information&very well presented - Thanx -10 out of 10 - Keep up that good work !
The Mark V Spitfire was a beautiful bird, but the crude carburator it used really limited it's agility with negative G maneuvers. This was corrected in later models, but initially it was a serious issue.
That was fixed in 1940 before the MkV appeared
@@jacktattis yes with the RAE restrictor I think - but this only lessened the problem to a certain extent and it certainly was still there. The problem was not solved until the bendix stromberg Pressure carburettor which came in the mark 9s
That depended on the version of Mk.V. There's an excellent video of Alex Henshaw flying a Mk.V around Castle Bromwich airfield while inverted.
@@liamfarnell6638 What you said.
Small correction on the drag part: the 190 was very sleek within its limitations. Yes the frontal area of a radial engine is bigger, but it's compensated by the lack of any exposed radiators (which are concealed behind the armored ring around the intake) unlike the Bf109 or Spitfire, a streamlined fuselage and engine cowling, a sloped front windscreen, and shorter wings.
Finding data for this is cumbersome (especially because the british love using psi instead of engine power), but if we compare the top speeds at sea level of a Fw 190 A-5 with a 1655hp BMW 801 D2 against a Spitfire Mk9 with a 1664hp Merlin 66 @18psi boost, these two aircraft are doing 352mph/567kph and 330mph/531kph respectively. Not a large difference, no - but one that ensures the Fw190 will be uncatchable in the right situation.
There was also an experimental model where they ran a 190 A-4 all the way up to 1.7ata, resulting in an estimated 450-500hp increase. That one reached 607kph at sea level, a speed higher than many of the later Griffon Spitfires could reach at the same altitude even when equalized for power - of course, that manifold pressure wasn't sustainable for a combat aircraft, and that is part of the reason why the BMW 801 got replaced by the much more powerful Jumo 213.
Very well presented. Watched from Old Harbour Jamaica.
Gotta love this man crisp exposition and dry english humor
My grandfather brought down three Me109s on his own, he was the worst pilot in the German airforce. I’ll get my coat.
😂
😖.
A wonderful, insightful presentation. Superb work.
Bmw didn't bother with indicators on this one😂
Superbly narrated. So natural 😊
Love the videos IWM put out!! You all do a great job!! Seen the FW190 on display at RAF Museum Midlands.
Only one original FW190 is airworthy which is part of the Flying Heritage Combat Museum founded by the late Co founder of Microsoft Paul Allen but, that is soon to change as the Collings Foundation have one & is being restored by GossHawk in the USA. it has done engine runs.
agreed. The imperial war museums are comprehensive, authoritative, in fact the final word - with knowledgeable presenters
Hasn't Hanger 10 got a 190 ?
@@oliverbourne9599It has but its a reproduction not an original.
I agree that the 190 was germanys best all around fighter. Fighter, bomber, interceptor, and night fighter all in one. I think the 109 pilots who stuck with it, only did so for familiarity reasons.
Pilots didn't get to choose which plane they flew: if your squadron was issued with the 109, that's what you were flying
@@limbardo9169 The aces, such as Galland, got to choose. If Erich Hartmann had asked for a 190 I'm sure they would have given him one.
such a great video,thank you so much for making and sharing.
I could listen to this man speak all day
I thought I’d reached saturation point after soaking up endless hours of documentaries on aviation engineering and performance advances during the Second World War. These IWM videos in this format with this presenter (no disrespect to the others) revitalises my curiosity. IWM Lambeth is a bus ride away…..
The Fw 190 was a very good plane but from 1943 on, the lack of high altitude performance and a top speed of only 404 mph really hurt the plane. Focke-Wulf should have pressured Daimler-Benz to offer the DB 603 engine in quantity by late 1943, which would have resulted in the potentially outstanding Fw 190C with a top speed of just over 430 mph and good performance at altitude, which would have made it a difficult foe for the P-51B/C and P-47D by early 1944.
They should have introduced the Focke-Wulf Ta 152H much earlier.
That is why Bf109 was the unique killer bee
@@goranilincic2644 But the Bf-109 until the later G models had a big problem: the top speed of the Bf 109G-6 was only 386 mph, well below the top speed of the P-51B/C and P-47D models. As such, the American fighters could out-zoom the Bf 109 until the Bf-109G-10 and later models with improved DB 605 engines became available starting summer 1944.
@@Sacto1654 you are absolutely right about that.I have just tried to say that Bf's tactics "boom&zoom" worked quite well.
In the other words,attacking from the higher altitudes,quick burst and repeat.
The Fw-190C called the "Känguruh" was an experimental variant that aimed to improve high altitude performance with a turbocharged Daimler-Benz DB-603 inverted V12 engine. In the end the FW-190D fitted with the Jumo-213 was able to achieve similar enough performance without the turbocharger so the FW-190C was dropped. With the FW-190D the Butcher Bird won back its edge again, but its effect was limited by the lack of fuel, poor quality and experience of pilots and the huge numerical superiority of Allied fighters.
was always a WWII buff since childhood, the 190 and the F4 Corsair(likely due to Blacksheep Squadron being my favorite show as a kid) were my favorites
great to watch, many thanks to all involved in the video
A great video about a brilliant aircraft one of my favourites,cheers Roly🇬🇧.
The Butcher Bird.
Such a small Fighter but a Real Beast in the Air.
Awesome Airplane.
My favorite plane..... Didn't cover 2 major advantages 1. Single power lever for engine, mixture and prop (FADEC) and the pilot sat with their legs basically straight out enabling them to handle more G than other planes, well that and up to 4 20mm cannon.
Very thoughtful advantages, as you'd expect from an engineer and combat pilot.
@@gordonwallin2368 And ESPECIALLY the fact that Kurt Tank was a Cavalryman during WW1; he felt a combat aircraft should also be rugged and easy to operate and maintain in the field--a 'rugged plow horse, not a pampered thoroughbred (which is what the thought of the Me109)'.
This is excellent. Thanks for the video.
Apparently 190 was an easier plane to fly for most pilots than the 109 in most situations. However easier is not always better.
Exact, the FW190 was slower at altitude, due to radial engine. Most german pilots preferred the Me109 when go for pure fighting.
@@albertodonda5994- survives dogfight of his life
- Dies while landing
So you must have flown both types alot to be able to judge it (:-)
Key word I used was "apparently" @@michaelpielorz9283
@@michaelpielorz9283 There are books about ww2 pilot memories. The comparison of plane's performances were well studied at time, by both opponents.
When Captain Eric Brown is talking, you have gone straight to the top.
I take great delight driving my 2021 Mini Cooper S all4 Countryman. A famous British auto powered by a famous German BMW! I have the best of both country's engineering! The FW-190, P-38, and Spitfire are former adversaries, but all represent state of the art 1940s piston aircraft.
The pilot of the captured 190, Faber, was not an inexperienced pilot. He was an instructor who had flown 1,000 hours. Shortly before landing he had shot down a Spitfire in a complicated manoeuvre.
Faber wasn't lost, he defected. All signs point to collusion with British SIS to land at a non-busy airfield (Pembry) at the extreme range of the 190.
The Fock was actually extremely aerodynamic despite the radial engine ... it was very carefully designed and manufactured ...
Kurt Tank was not an aeronautical engineer but an electrical engineer. Hence the many electric servo systems in the FW-190.
Nice facts that I didn't know of. Great video!
The engine fan was a carryover from the prototype's aerodynamic cowling and spinner. The fan was necessary for adequate cooling through a very small inlet area. It didn't work. A traditional NACA type cowl was eventually adopted. But they never got rid of the BMW's fan.
Im sorry i know this is about the Fw190...but when the presenter mentioned that ppl sometimes associate BMWs with drivers that dont use turn indicators i laughed so hard! SO TRUE! I live in the US and glad to know this seems to be a universal pet peeve v
Brilliant summary of an underappreciated fighter. Thank you.
The narrator does an excellent job.
One of its big features was the engine control unit that took care of pitch, mixture and boost automatically. It substantially reduced the pilots work load and it’s still not a common system in this day and age in general aviation
Greatest ace of all the time
ALL THE TIME
flew the Bf109.
That is enough for me,thank you.
Bf109 forever. 💪
Thank you! That was so enjoyable, so informative.
Brilliant effort for the narrator 👌
Great narrative , thankyou Gents.
Top quality presentation and content...thank you!
Solid! Thanks for sharing with us
These bitesize appraisals are an excellent appetiser for people.
Factual, to the point and with short stories carefully inserted.
Hey IWM. Love your work 👍
like all german engineering,not only the best but a beautiful piece of craftmanship
But restricted in service ceiling and Climb Rate
@@jacktattis Germany designed and produced the first propeller/piston aircraft that would fly at 50,000 feet altitude.
Excellent briefing!
"... a driver that forget his indicators" so very true! ;)
Well... of course it is. Kind of an odd question, that I thought was long since answered. Bf109 is a good fighter, but a Fw190 is a beast fighter.