Focke-Wulf FW-190

From The Air Combat Wiki

Contents 1 Historical Data 2 History 3 Version History 3.1 Prototypes 3.2 FW-190A-1 3.3 FW-190A-2 3.4 FW-190A-3 3.5 FW-190A-4 3.6 FW-190A-5 3.7 FW-190A-6 3.8 FW-190A-7 3.9 FW-190A-8 3.10 FW-190A-9 3.11 FW-190B & C 3.12 FW-190D 3.13 FW-190E 3.14 FW-190F 3.15 FW-190G 4 Individual Model Data 4.1 FW-190A-1 4.2 FW-190A-3 4.3 FW-190A-8 4.4 FW-190D-9 4.5 FW-190F-3 5 Sources 6 See Also

Historical Data

Country: Germany

Type/Role: Interceptor, Photo reconnaissance, and Figher-bomber

Manufacturer: Focke-Wulf Flugzeugbau G.m.b.H.

Factories (assembly): Oschersleben (AGO), Kassel-Waldau (Fiesler), Tutow/Mecklenburg, Marienburg (Focke-Wulf), Gydnia-Rahmel, Sorau/Silesia, Cottbus, Halberstadt, Neubrandenburg, Schwerin, Wismer (Dornier), Einswarden, Eschwege, Cravant/Auxerre (SNCA du Centre de Cravant)

Factories (components): Kassel-Bettenhausen (Fiesler), Warnemunde (Arado), Anklam (Focke-Wulf), Poznan (Focke-Wulf), Kresinski, Sorau/Silesia, Wismar, Lubeck, Bremen-Hemlingen, Bremen-Hastedt, Bremen-Neunland (Focke-Wulf), Oranienburg-Annagof (Heinkel), Oranienburg-Harmanndorf (Heinkel), Rathenow (Arado)

Company Designation: FW 190

Military Designations: FW-190A, FW-190D, FW-190F, FW-190G

First Flight: June 1, 1939

Service Date: Spring 1941

Units Equipped: ???

# Produced: ???

History

The Luftwaffe had barely begun receiving their new Bf-109Bs when discussions about a possible successor started appearing. Many in the Luftwaffe hierarchy felt such a project would be a waste of time because of the vast superiority of the 109 over the fighters of other nations. But updated intelligence about the various British and French fighter projects, including the Hurricane, combined with the teething problems of the new 109s to convince everyone that it would be wise to design a backup.

As with other designers, Kurt Tank preferred the streamlined shape afforded by using a high-performance in-line engine, but both the Daimler-Benz 601 and the Junkers Jumo 211 were already in short supply. So he turned to the unpopular radial engine design. The 18-cylinder BMW-139 then under development was already putting out more power than either the DB-601 or Jumo-211 were projected to create in two years time and the engine showed great development potential. Further there were no immediate needs for the engine, so production wouldn't impact any other projects.

Tank's design was a small, compact plane built to minimal dimensions around the engine. It utilized a special, ducted spinner that was designed to provide increased airflow to the engine and reduce drag. In order to reduce overall length, the engine was mounted as close to the main spar as possible, with the cockpit immediately behind the forward bulkhead.

Because of this proximity to the engine and because the canopy had to be kept closed during ground tests and during flight, the temperature in the cockpit rose as high as 131 degrees and exhaust leakage forced the use of oxygen during all testing. Meanwhile, BMW was having problems with getting the promised power out of the 139 and had turned their attention to their new 801 design.

After a series of discussions between the military and the two manufacturers it was decided to convert the 190 design to accept the new engine. Despite the similar dimensions of the two engines the 801 was 350 lbs. heavier and thus an extensive redesign of the plane was required. The most visible change was that the cockpit was moved aft to compensate for the CG changes brought about by the heavier engine. This had the ancillary effect of eliminating the cockpit overheating problem and providing sufficient room between the engine and cockpit to allow for the installation of guns in the cowl.

Meanwhile, the V-1 and V-2 prototypes using the 139 engine had rolled off the assembly line, the latter being armed with a pair of 7.92mm machine guns in the wing roots. The plane proved to be capable of 369 mph in level flight and earned praise from the test pilots for its excellent handling characteristics. The V-2 prototype also had the special ducted fan installed, but the engine still overheated and tests proved that it had only a marginal effect on drag, so it was abandoned. The V-3 and V-4 prototypes were likewise abandoned due to the engine change.

The V-5 prototype with the new BMW-801C engine arrived at RLM for testing in April 1940 and without armament it was 25% heavier than the V-2 had been. Although the engine put out an impressive 1,600 hp, the wing loading had risen from 38 to 47 lbs./sq.in., with a commensurate rise in weight per horsepower. The climb rate and maneuverability were thus severely impaired over what had once been a promising design.

But Tank had foreseen this and a new wing of increased area was already in the works. When a taxiing accident damaged the V-5's wing, the opportunity was taken to replace it with the new wing. FW-190A-0s were already in production and the new wing was applied starting with the eighth aircraft produced. Taken into combat trials testing by members of II/JG 26, the A-0 and A-1 models were armed with a pair of 7.92mm machine guns in the cowl and another pair in the wing roots. This was augmented in the field by installing a 20mm MG-FF cannon in each wing outboard of the landing gear.

The A-2 was equipped with the much more reliable BMW-801C-2 engine and was the first to be equipped with the MG-151/20 cannons with 200 rpg in the wing roots. The two machine guns with 1000 rpg were retained in the fuselage. The ammo canisters for the cannons were also located in the fuselage. Most A-2s were retrofitted with outboard MG-FF to increase firepower. The A-2 proved to be immediately superior to the Spitfire Vs it was facing and JG 26 was completely converted to the 190 by early 1942.

The BMW-801D-2 was almost identical to the C-2, but its compression ratio had been raised from 6.5 to 7.1:1 and the two supercharger ratios were also modified. The result was an increase to 1,700 hp at sea level and an increase in top speed to 418 mph at 21,000 feet. The A-3, equipped with the 801D-2 took over the production line and was the first to be fitted with Umrüst Bausätze factory conversion kits. These allowed various configurations to be easily fitted at the factory, producing the first bomb carrying 190s.

With the addition of the MW50 methanol-water injection system as standard equipment, the A-4 began to roll off the assembly line. The MW50 system provided greater power below the rated altitude by acting as an anti-detonant, which allowed greater boost pressure to be used without destroying the engine. Many pilots preferred the A-4 to later varints as engine power remained constant, while weight was increased with each successive version. Perhaps the most proficient FW-190A-4 pilot could be said to be Oberleutnant Otto Kittel, who made 220 of his 267 victories (the fourth highest total of all time) in A-3s and A-4s.

As with the A-3, the A-4 had several Umrüst Bausätze kits, including the U3 Jabo kit, which included the bomb/drop tank racks under the wings and additional pilot and engine armor. Although shipped with the outboard MG-FF from the factory, these were almost always removed in the field to improve performance. This version eventually led to the development of the FW-190F-1, the first of the dedicated ground attack variants.

The 190 was the dominant plane in the skies of Europe in 1942, but further refinements were in order. With each increase in weight, the center of gravity of the plane had shifted and now it became apparent that it was too far aft. To alleviate this problem, the engine mount was extended forward about six inches in the A-5 model. Several A-5s were shipped to Japan in 1943 for evaluations and although the Japanese didn't adopt it into service, the Allies spotted it and gave it the code-name "Fred".

By now the 190 was weighing in at over 9,000 lbs. and in an effort to reduce weight somewhat, Kurt Tank redesigned the wing. This new wing was mounted to an A-5 test bed, then was introduced into service with the A-6 in late 1943. While the new wing's appearance was virtually identical to the previous one, it was able to mount MG-151/20 cannon in the outboard positions previously occupied by the MG-FF. Fed by 125 round belts, these new guns greatly increased the firepower available to the pilot.

The A-7 was originally intended to be a high-speed photo reconnaissance version, but the needs of combat units changed those plans. Nothing more than an interim version, only 80 A-7s were produced, but it was the first version to replace the 7.92mm machine guns in the cowl with 13mm MG-131s with 400 rpg.

The A-8 was soon introduced with a host of minor refinements and changes, including the addition of removable fuel cells behind the pilot's seat as an alternative to the MW50 methanol injection system. By this time, the system of Umrüst Bausätze factory conversion kits had been completely replaced by the Rüstätz field conversion kits.

• The /R2 kit replaced the outboard MG-151s with 30mm Mk 108 cannons with 55 rpg in the wings. While it retained the hitting power of the /R6, the Mk 108's low muzzle velocity limited the effective range and the "mine" type HE rounds it used were unsuited for anti-armor work.

• The /R3 kit involved removal of the outboard MG-151s and the installation of a 30mm Mk 103 gun pod with 35 rpg under each wing. Although it had a low rate of fire, the Mk 103 had a very high muzzle velocity, allowing it to be used as a stand-off weapon against bomber formations.

• The /R6 kit allowed for the optional mounting of a pair of Wfr.Gr.21 rocket tubes under the wing. While not accurate enough for anti-tank work, the 21cm rocket projectile was fired into the middle of the tight American bomber formations. A direct hit would down a plane while a close hit would cause about the same damage as a close flak burst. But the biggest result was the break-up of the tight formation, degrading its defensive firepower and allowing the fighters to more easily get within gun range.

With the FW-190A having proven itself a potent ground-attack plane, the Luftwaffe decided to develop a dedicated series of ground-attack versions of the plane at the factory. These "F" versions were to incorporate as standard equipment several of the Rüstätz field modifications that were available for the "A" series as well as several specific modifications intended to make the plane more survivable during low level attacks.

Chief among these was the addition of a considerable quantity of 5mm, 6mm, and 8mm armor plate to the underside of the fuselage to protect the engine, cockpit, and fuel tanks from small caliber gunfire. To help counterbalance the additional weight from the armor, the outboard 20mm cannon were eliminated and streamlined covers replaced the previous breech bulges and case ejection holes. Still the "F" was noticeably heavier than the "A" model, the F-8 weighing in at 11,905 lbs. loaded, and so the undercarriage was strengthened to handle the heavier loads.

The ETC-501 fuselage rack, which allowed carriage of up to 1,100 lbs. of bombs or fuel, was standard on the F-8. Wing bomb racks were installed as standard equipment, allowing four 110 lb. bombs to be carried. Alternatively, the wing bomb racks could be replaced by a pair of rocket racks, which allowed the F-8 to carry twelve Panzerblitz 2 anti-tank rockets. Because of the tremendous empty weight of the F-8, the total ordnance load was limited to 1,100 lbs.

A-series production was in full swing in 1942 when it was decided to find a solution to the Würger’s poor high-altitude performance. The GM-1 nitrous system was able to boost performance up to about 26,000 feet, but there wasn't enough nitrous to use it for more than a short time and the weight of the system was equal to the entire armament package!

Kurt Tank had always viewed GM-1 as a temporary measure and decided to re-engine the 190. He initially wanted to use the new Daimler-Benz DB-603 in-line engine, but it had been developed without official sanction and the RLM made it clear that they would view such a project with extreme disfavor.

Despite this unpleasant fact, the regard for Tank was so high that they allowed him to experiment with the engine, with the understanding that it would be thought of as a back-up measure only. Two other engine proposals were also considered, one using a turbo-supercharged BMW-801 and the other using the new Jumo-213 in-line.

The B-series designation was used for the turbo-supercharged BMW-801 installation. In addition to the turbo-supercharger, the B-series was intended to use a pressurized cabin and a new wing with 11% greater area. Unfortunately, BMW was nowhere close to releasing a turbo-supercharger, so this model was re-fitted with the DB-603A with an annular radiator. Although it was able to reach 39,000 feet, the requirement had been increased to 46,000 feet.

The C-series designation was reserved for the DB-603Aa installation with a large ventral turbo-supercharger. Despite the additional drag of the supercharger intake the prototype clocked in at 447 mph at 29,530 feet and 404 mph at 39,370 feet! The Focke-Wulf team felt this engine offered the best high-altitude performance, but engine availability was the primary operating factor and the C-series was abandoned.

The D-series was originally intended as a medium-altitude variation of the basic A-series 190 and was to use the new Jumo-213 in-line engine. Many pilots considered this engine to be nothing more than a bomber engine forced on the manufacturer by the RLM and Tank considered the Dora to be an "emergency solution" until his new Ta-152 could be delivered. However, the D-9 outperformed the A-8 at all altitudes and pilot misgivings were swept away.

The D-9's armament consisted of a pair of 13mm MG-131s mounted in the cowl with 475 rpg and a pair of MG-151 20mm cannon with 250 rpg in the wing roots. The outboard cannon of the A-series was deleted to save weight and improve roll performance. With an ETC-504 rack under the fuselage and a pair of ETC-503s under the wing, the D-9 could carry a single bomb as large as 1,100 lbs. or up to three 550 lb. bombs.

Version History

Prototypes

FW-190V1 = First prototype with BMW 139, 18-cylinder, two-row, radial engine, Werk-Nr. 0001, registration D-OPZE, later FO + LY. First flown 1 June 1939.

FW-190V2 = Second prototype with addition of 10-blade cooling fan Werk-Nr. 0002, registration FO + LZ. First flown 1 October 1939.

FW-190V5 = Third prototype with BMW 901C-0, 18-cylinder, two-row, radial engine, Werk-Nr. 0005, first flown in April 1940.

FW-190A-0 = Batch of 40 pre-production fighters commenced in parallel with the FW-190V-5 prototype. First two A-0s were redesignated V6 and V7, subsequent A-0s from Werk-Nr. 0008 forward were equipped with the BMW 801C-1 and the same armament as the V7.

FW-190V5g = Third prototype refitted with new, larger wing after a ground collision destroyed the original wing (g stood for grosser Flugel, i.e. "large wing").

FW-190V5k = Retroactive designation for original version of the V5 prototype to differentiate it from test results obtained with the V5g configuration (k stood for kleiner Flugel, i.e. "small wing").

FW-190V6 = First pre-production fighter (Werk-Nr. 0006), lacked the standard rudder balance of subsequent versions. Not initially fitted with armament.

FW-190V7 = Second pre-production fighter (Werk-Nr. 0007), the first BMW 801 version to be fitted with armament (2x 7.9 mm MG 17 machine guns in cowl and 2x 7.9 mm MG 17 machine guns in wing roots).

FW-190V8 = Eighth large-wing A-0 airframe (Werk-Nr. 0022) experimentally equipped with a pair of 20 mm MG FF cannon in the wing immediately outboard of the main landing gear. A number of A-1s were retroactively fitted in a similar fashion.

FW-190A-1

FW-190A-1 = First production version with a run of 100 machines, delivered between June and October 1941 and incorporating about 50 minor modifications made during A-0 testing.

FW-190A-2

FW-190A-2 = Considered by the Technischen Amt to be the first true production version of the FW 190. Powered by a BMW 801C-2 18-cylinder, two-row, radial engine and equipped with 2x 7.9 mm MG 17 machine guns with 1000 rpg in the cowl and 2x 20 mm MG 151/20 cannon in the wing roots with 200 rpg. Most A-2s were retrofitted with 2x 20 mm MG FF cannon with 55 rpg outboard of the main gear. Slightly more than 400 A-2s were built.

FW-190A-3

FW-190A-3 = Fighter powered by the BMW 801D-2 18-cylinder, two-row, radial engine and armed with 2x 7.9 mm MG 17 machine guns with 1000 rpg in the cowl, 2x MG 20 mm 151/20 cannon with 200 rpg in the wing roots, and 2x 20 mm MG FF cannon with 55 rpg in the outboard wing position. Despite the needs of the Luftwaffe, the German government honored a 1941 arms agreement with Turkey and sold seventy-five FW-190A-3s to Turkey, the first of which arrived in February 1942. They were assigned to the 3rd and 5th Squadrons of the 5th Air Regiment at Bursa and remained in service until 1948.

FW-190A-3/U1 = Factory conversion of the A-3 to the jabo role with the removal of the outboard 20 mm MG FF cannon and the addition of an ETC 500 rack on the fuselage, which could carry a single 250 kg or 500 kg bomb or a rack to carry four 50 kg bombs. The main gear doors on the fuselage were also removed.

FW-190A-3/U2 = Factory conversion of the A-3 to test the installation of underwing rocket tubes for the Rz 65 anti-aircraft rocket. Not adopted into service.

FW-190A-3/U3 = Factory conversion of the A-3 to an alternate jabo configuration with the addition of an ETC 250 bomb rack on the fuselage. Some versions retained the outboard MG FF cannon, while others replaced them with wing racks for an additional four 50 kg bombs.

FW-190A-3/U4 = Factory conversion of the A-3 to the armed reconnaissance role with the removal of the outboard MG FF cannon and the addition of a pair of Rb 12 cameras in the fuselage aft of the pilot.

FW-190A-3/U7 = Factory conversion of the A-3 to a high-altitude interceptor role. This involved the addition of a pair of open-faced ram air intakes on the cowl to feed additional air to the supercharger and help cool the rear cylinder role and the removal of all guns except the 20 mm MG 151/20 cannons in the wing roots.

FW-190A-4

FW-190A-4 = Minor upgrade of the A-3 to include the MW 50 methanol anti-detonant system to enable higher boost pressures for short periods of time. The FuG 7a radio was also repplaced by the FuG 16z model, which necessitated the addition of a small vertical aerial pylon on the top of the vertical stabilizer.

FW-190A-4/U1 = Factory conversion of the A-4 to the high-speed fighter-bomber role with all guns removed except the 20 mm MG 151/20 cannons in the wing roots and the addition of an ETC 501 rack on the fuselage. The cannon were harmonized for convergence 220 yards instead of the usual 490 yards. A port wing leading-edge landing light was added to enhance night-capabilities and optional exhaust flame dampeners were available for the NachtJabo role.

FW-190A-4/U3 = Factory converstion of the A-4 to the fighter-bomber role with the removal of the outboard MG FF cannons and the addition of an ETC 501 rack. The main gear doors on the fuselage were also removed. This version served as the basis for the FW-190F-1 variant.

FW-190A-4/U4 = Factory conversion of the A-4 to the photo-reconnaissance role, with the two outboard MG FF cannons removed and the addition of a pair of Rb 12 cameras in the fuselage, aft of the pilot.

FW-190A-4/U8 = Factory conversion of the A-4 to the long-range, fighter-bomber (Jabo-Rei) role with the removal of the outboard MG FF cannons, the addition of an ETC 501 rack on the fuselage, and the addition of a pair of 300 liter external fuel tanks on faired pylons designed by Junkers. This version served as the basis for the FW-190G series.

FW-190A-4/R1 = A field conversion of the A-4 to allow the installation of a FuG 16ZE radio and its required morane antenna mast under the wing.

FW-190A-4/R6 = A field conversion of the A-4 to allow the installation of a pair of WGr. 21 mortar-rocket tubes under the wings.

FW-190A-5

FW-190A-5 = The engine mounting was modified and lengthened by 5.9 inches, resulting in overall fuselage length increasing from 28 ft 10.5 in to 29 ft 11.6 in, which improved the center of gravity (CG). Other changes included structural modification of the rudder, the port fuselage radio access hatch was relocated upward, the engine cooling gills were standardized on the improved type, the port fuselage first-aid compartment was relocated aft, and the wheel hubs were standardized on the solid type replacing the spoked type of earlier models.

FW-190A-5/U1 = Factory conversion of the A-5 to serve as an armament test bed for installation of a pair of 30 mm Mk 103 cannon in underwing pods, but problems with the system prevented its deployment.

FW-190A-5/U2 = Factory conversion of the A-5 to the Nacht Jabo-Rei configuration with the outboard MG FF cannon removed, exhaust flamer dampeners installed, a wing leading-edge landing light and gun camera installed, an ETC 501 rack on the fuselage and a pair of 300 liter fuel tanks under the wings.

FW-190A-5/U3 = Jabo version with fuselage and wing racks allowing up to 2,200 lb of bombs and/or drop tanks to be carried. Total armor increased to 893 lb and all guns removed except the cowl-mounted MG 17 machine guns.

FW-190A-5/U4 = Reconnaissance fighter with the two outboard MG FF cannon removed and a pair of RB 12.5/7 cameras or a single Rb 75/30, Rb50/30 or Rb 20/30 camera mounted in the rear fuselage.

FW-190A-5/U7 = A factory conversion for testing the use of 30 mm Mk 108 cannons in the wings or Mk 103 cannons in pods under the wings.

FW-190A-5/U8 = Jabo-Rei version with all guns removed except the 20 mm MG 151/20 cannon in the wing-roots, the addition of a SC-250 bomb under the fuselage, and a pair of 300 liter drop tanks under the wings.

FW-190A-5/U9 = Zerstörer version with the outboard MG FF cannon replaced with MG 151/20 models and the MG 17 machine guns replaced with 13 mm MG 131 guns. Only two prototypes built (Werk-Numeren 812 an 816).

FW-190A-5/U10 = Test aircraft for a larger wing (Werk-Nr. 861), which was adopted for use on the A-6 version.

FW-190A-5/U11 = Schlachtflugzeug with the two outboard MG FF cannon replaced with a pair of 30 mm MK 103 cannon in underwing pods. One development version only (Werk-Nr. 1303).

FW-190A-5/U12 = Alternate Zerstörer version with the two outboard MG FF removed a gun pods mounted under each wing containing two 20 mm MG 151/20 cannons each. Two prototypes built (Werk-Numeren 813 and 814).

FW-190A-5/U13 = Alternate Jabo-Rei version with an ETC 501 rack on the fuselage and wing racks for a pair of 300 liter drop tanks. All guns were removed except the two 20 mm MG 151/20 cannon in the wing roots. Two prototypes only (Werk-Numeren 817 and 825), one with wing racks designed by Messerschmitt, the other with racks designed by Focke-Wulf.

FW-190A-5/U14 = Torpedo-fighter with a modified ETC 501 rack mounting a LTF 5b aerial torpedo. A longer tail wheel strut and a larger vertical stabilizer were also fitted, while all guns were removed except the two MG 151/20 cannon in the wing roots. Two prototypes (Werk-Numeren 871 and 872).

FW-190A-5/U15 = Alternate torpedo-fighter utilizing a torpedo rack designed to carry the Blomm und Voss LT 950 guided-torpedo. One prototype built.

FW-190A-5/U16 = Similar to the U7, this was used for testing the the 30 mm Mk 108 cannons in the wings or Mk 103 cannons in pods under the wings.

FW-190A-5/U17 = Alternate Schlachtflugzeug version similar to the U11 variant, but with ETC 50 racks under the wings in place of the 30 mm cannon pods. Development aircraft for the FW-190F series.

FW-190A-5/R1 = A field conversion kit for installing the FuG 16ZE radio, similar to that of the A-4/R1.

FW-190A-5/R6 = Field conversion of the A-5 to allow the installation of a pair of WGr. 21 mortar-rocket tubes under the wings.

NC 900 = Established by the Germans during the war as an underground facility producing FW-190A-5s, the SNCA du Centre at Cavant, France continued to produce A-5s for the reorganizing Armee de l'Air into early 1946 as the NC 900. These remained in service only as long as necessary to reequip with more modern, Allied types.

FW-190A-6

FW-190A-6 = Updated Zerstörer version utilizing the larger wing, which was tested on the FW-190A-5/U10 prototype. The basic version had the outboard MG FF cannon replaced with 20 mm MG 151/20 cannon, similar to that of the FW-190A-5/U9. Heavier armor was applied in strategic locations and the gross weight of the basic version was 9,125 lb, giving a wing loading of 46.3 lb/sq ft and a power loading of 5.3 lb/hp. This variant was intended primarily for use on the Eastern Front and utilized a series of Rüstsätz field conversion kits instead of the Umrüst-Bausätze factory conversions of the A-4 and A-5 versions.

FW-190A-6/R1 = The outboard MG 151/20 cannons were removed and gun pods mounted under each wing with a pair of 20 mm MG 151/20 cannons in each, giving a total weight of fire of six 20 mm and two 7.9 mm guns. This conversion reduced speed by 25 mph and range by 19 miles

FW-190A-6/R2 = The outboard MG 151/20 cannons were removed and a 30 mm Mk 108 was mounted in a pod beneath each wing. Only one example built (FW-190 V51 Werk-Nr. 53-0765).

FW-190A-6/R3 = A very limited number of A-6s were converted to use 2x 30 mm Mk 108 cannons with 32 rpg in pods under thw wings in place of the outboard cannon, however results were inconclusive and the installation had severe implications to the plane's handling.

FW-190A-6/R4 = An experimental version utilizing the GM1 nitrous-oxide injection system and testing the installation of extended wingtips (FW-190 V45 Werk-Nr. 7347). It was later fitted with the turbo-supercharged BMW 801TS engine.

FW-190A-6/R6 = Pulk-Zerstörer (bomber-destroyer) conversion with a pair of Wfr.Gr. 21 mortor rockets mounted under the wings.

FW-190A-6/U3 = A front-line Jabo conversion with fuselage and wing bomb racks.

FW-190A-7

FW-190A-7 = Appearing late in 1943, the A-7 differed from previous versions in having simplified electrics, an improved radio, the Revi 16B gun sight and 13 mm MG 131 machine guns in the cowl in place of the MG 17 models. Only about 80 examples were built.

FW-190A-7/R1 = A field conversion in which the outer wing cannons were removed and a pair of WB 151 weapons containers were mounted under the wings, each containing 2x 20 mm MG 151/20 cannons with 145 rpg, for a total cannon barrage of 6x MG 151/20s.

FW-190A-7/R2 = A field conversion in which the 2x outboard wing cannons were replaced 30 mm MK 108 cannons with 55 rpg.

FW-190A-7/R3 = A field conversion kit in which the outer wing cannons were removed and 2x 30 mm Mk 103 cannons with 35 rpg were mounted in pods under the wings.

FW-190A-7/R6 = Pulk-Zerstörer conversion with a pair of Wfr.Gr. 21 mortar rockets mounted under the wings.

FW-190A-8

FW-190A-8 = Essentially the same as the A-7, the A-8 was modified to allow installation of the MW 50 methanol injection system, which was injected into the intake side of the supercharger and served as an anti-detonant and charge coolant, allowing higher boost pressures to be used. The system could be used for a maximum of ten minutes at a time and required at least 5 minutes between uses. The 25-gallon methanol tank was situatd behind the pilot's seat and could be replaced with a fuel tank of the same size for increased range. To compensate for the additional weight in the rear of the aircraft, the FuG 16ZY radio was moved forward and, when mounted, the ETC 501 bomb rack was mounted 8 inches forward of its previous position. The A-8 had the largest production run of all FW-190 sub-types.

FW-190A-8/R1 = Zerstörer conversion with the outboard MG 151/20 cannons removed and a pair of WB 151 weapons containers mounted under the wings with 2x 20 mm MG 151/20 cannons in each pod, for a total barrage of six 20 mm and two 13 mm guns.

FW-190A-8/R2 = Alternate Zerstörer conversion with the outboard MG 151/20 cannons removed and a pair of 30 mm Mk 108 guns installed in their place.

FW-190A-8/R3 = Alternate Zerstörer conversion with the outboard MG 151/20 cannons removed and a pair of long-barrelled 30 mm Mk 103 guns mounted in pods under the wings.

FW-190A-8/R6 = Pulk Zerstörer variant with a pair of 210 mm WGR. 21 mortar-rocket tubes mounted under thw wings. This version was so effective that the RLM ordered that 50% of A-8s be equipped as R6s off the assembly lines.

FW-190A-8/R7 = Rammjäger or Sturmjäger conversion flown by special Sturmstaffeln and intended for ramming enemy bombers. The planes had the standard armament, but were fitted with additional armor protection in the form of 4 mm upper and 15 mm lower armor for the MG 131 bay, additional 5 mm side fuselage plates, 30 mm armored glass on the side canopy and windshield quarterpanels and 50 mm armored glass on the windscreen.

FW-190A-8/R8 = A combination of the /R2 and /R7 variants, with the outbaord wing cannons replaced with 30 mm Mk 108 cannons with 55 rpg. Additionally, 4 mm of internal wing plate armor was used to protect the cannon mechanism and ammunition bins.

FW-190A-8/R11 = Intended to be an all-weather fighter with the BMW 801TS engine, a heated cockpit canopy and the PKS 12 automatic pilot installed. None built.

FW-190A-8/R12 = A combination of the 30 mm Mk 108 cannons replacing the standard outboard wing cannons of the /R2 and the all-weather gear of the /R11, but with the standard BMW 801D-2 engine.

FW-190A-8/U1 = Factory conversion of the basic A-8 airframe into a two-seat trainer. The first of three such conversions was flown on 23 January 1944. A second cockpit was installed in place of the MW 50 equipment and tanks and the rear decking was raised. A rudimentary instrument panel and controls were installed in the second cockpit and the two were enclosed under a single canopy. The forward canopy hinged on the right (similar to the Bf-109) and the rear canopy opened by sliding to the rear (similar to the standard FW-190 canopy). Only three conversions of the A-8 and a few A-5s were converted, being renamed FW-190S-8 and FW-190S-5 respectively (the "S" stood for Schulflugzeug). Most were used for high-speed liaison tasks.

FW-190 V47 = An FW-190A-8 airframe fitted with a new wing of increased area and higher aspect ratio designed by the Chatillon-sur-Seine drawing office of the SNCS du Sud-Ouest. Equipped with the GM 1 nitrous-oxide boost system, this aircraft was used in a series of high-altitude tests (Werk-Nr. 53-0115).

FW-190 V?? = An FW-190A-8 (Werk-Nr. 38-0394) that was used for a series of tests with the Doppelreiter (Double-rider) drop tanks mounted above the wings, attached to the leading edge and extending aft of the trailing edge (a top down view gave the appearance of two engine nacelles on the wing). The tanks had a capacity of 55 igal. and was designed by the Forschungsanstalt Graf Zeppeln and were test at Parchim, Mecklenburg by Versuchs-Jagdgruppe (VJG) 10.

FW-190 V74 = An FW-190A-8 (Werk-Nr. 73-3713) experimentally fitted with the SG 117 Rohrblock system, composed of seven 30 mm Mk 108 cannon barrels configured to fire vertically in a variation of the Schräge Musik system fitted to several night fighters.

FW-190 V75 = An FW-190A-8 experimentally fitted with 7x 450 mm downward-firing mortars intended for anti-tank attacks from a height of about 10 meters.

FW-190A-9

FW-190 V34 = Intended as a Rammjäger version, with heavily armored wing leading-edges and the BMW 801F engine, which offered 2,000 hp for take-off, but only the single prototype (Werk-Nr. 41-0230) was produced before A-series development was halted and the project cancelled in favor of the FW-190D-9.

FW-190B & C

FW-190 V13 = An A-0 airframe (Werk.Nr. 0036, SK+JS) modified to use the GM 1 nitrous-oxide injection system. In this guise it served as the first FW-190B high-altitude fighter prototype. When this proved to be a dead end project, the BMW 801C-1 was replaced with a Daimler-Benz DB 603A-0 with an annular radiator and thus became the first FW-190C prototype, although it lacked the turbo-supercharger and pressurized cabin of the intended C series.

FW-190 V15 = An A-0 airframe (Werk-Nr. 0037, CF+OV) fitted with a larger area wing (218.5 sq ft) spanning 35 ft 7 in. Adapted as a prototype for the A-2 series, it was later re-engined with a DB 603.

FW-190 V16 = The second FW-190B prototype (Werk-Nr. 0038, CF+OW) utilizing the DB 603A-0 engine and a wing of 11% larger area, but which lacked the turbo-supercharger and pressurized cabin of the intended production version. Later sent to the Daimler-Benz Erpobungsstelle a Echterdingen for engine and supercharger development. Upon arrival it was refitted with the new DB 603E V83 engine. Tested with both the GM 1 and MW 50 injection systems. Thus equipped, it was able to attain a maximum speed of 450 mph at 22,966 ft and an initial climb rate of 4,330 fpm. On 10 October 1942 it was able to reach a cieling of 36,090 ft and on the 28th was able to extend that to 39,370 ft. Later it was re-engined with the DB 603AA, which had a larger supercharger and hydraulic supercharger gear than the DB 603E V83. With the DB 603AA engine installed it was able to attain a top speed of 447 mph at 29,530 ft and 404 mph at 39,370 ft at a loaded weight of 8,157 lb.

FW-190 V18 = The first genuine C-series prototype (Werk-Nr. 0040, CF+OY), although it too lacked the turbo-supercharger and pressurized cabin of the intended production model. Transferred along with the V16 to Daimler-Benz Erpobunsstelle.

FW-190 V18/U1 = In late 1942 the V18 prototype was fitted with the new TK 11 Turbo-Kompresor (turbo-supercharger) and the new DB 603G, which was eqipped with an increased speed supercharger, had a higher compression ratio and had an output of 1,600 hp at 35,000 ft (also 1,900 hp at take-off and 1,560 hp at 24,200 ft). The V18/U1 used a 4-bladed prop and was fitted with a broader chord fin. A few months later it was equipped with a pressurized cabin, which had been tested in the FW-190B-0 series.

FW-190B-0 = Pre-production run of the high-altitude fighter, primarily for purposes of testing the pressurized cabin installation. The "run" consisted of four airframes: V24 (Werk-Nr. 0046), V26 (Werk-Nr. 0047), V27 (Werk-Nr. 0048) and V28 (Werk-Nr. 0049). The "pressurized cabin", consisted of a conversion in which the fireproof bulkhead, floor and sides were sealed and the utilization of a hot-air sandwich-type sliding canopy. All four were powered by th BMW 801D and used the GM 1 nitrous-oxide injection system. There were minor differences between the four models and the V24 used the larger area wing that had been previously tested on the V15 prototype.

FW-190C-0 = A pre-production series of five airframes: V29 (Werk-Nr. 0054), GH+KS), V30 (Werk-Nr. 0055, GH+KT), V31 (Werk-Nr. 0056, GH+KU), V32 (Werk-Nr. 0057, GH+KV), and V33 (Werk-Nr. 0058, GH+KW). All used the DB 603G fitted with a four-bladed Schwarz wooden airscrew and had distinctive ventral housings for the turbo-superchargers, causing them to be known unofficially as Kanguruhs (Kangaroos). The V29 and V30 were transferred to Hirth-Motoren in early summer 1943 toi be fitted with their Type 9-2281 turbo-supercharger, while the V31, V32 and V33 utilized the TK 11, developed by Deutshe Versuchsanstalt fur Luftfahrt (DVL). The V31 was written off on 23 May 1943 after suffering irreparbale damage in an emergency landing.

FW-190D

FW-190 V17 = The first (Werk-Nr. 0039, CF+OX) of a series of six A-series airframes modified to use the Junkers Jumo 213A engine in March 1942. It was joined in mid-summer 1942 by the remaining five conversions, the V20 (Werk-Nr. 0042), the V21 (Werk-Nr. 0043), the V22 (Werk-Nr. 0044), the V23 (Werk-Nr. 0045) and the V25 (Werk-Nr. 0050). The V21 also had modified wing-tips to extend the wingspan to 35 ft 7 in. Armament consisted of two 7.9 mm MG 17 machine guns in the cowl and two 20 mm MG 151/20 cannons in the wing roots.

FW-190D-0 = A number of A-7 airframes were converted to use the Jumo 213A-1 engine, the first of which was designated the V53 (Werk-Nr. 17-0003, DU+UC). Like the A-7, it was eqipped with a pair of 7.9 mm machine guns in the cowl and four 20 mm MG 151/20 cannons in the wings.

FW-190 V17/U1 = The original V17 prototype modified to the proposed production configuration and thus served as the first prototype of the FW-190D-9.

FW-190 V54 = The second prototype for the D-9, configured the same as the production version.

FW-190D-9 = The production variant differed from the D-0 in having a larger tail fin to compensate for lateral instability under certain conditions. It was armed with a pair of 13 mm MG 131 machine guns with 475 rpg in the cowl and a pair of 20 mm MG 151/20 cannons with 250 rpg in the wing roots. Minor structural improvements, including modified engine bearers, were made and an ETC 504 multi-purpose bomb rack was fitted on the fuselage along with provision for a pair of ETC 71 or ETC 503 racks under the wings. The TSA 2D low-diving bomb sight and MW 50 methanol injection were also installed. It utilized the Jumo 213A-1 engine driving a three-bladed VS 111 constant-speed hydraulic airscrew, rated at 1,776 hp at take-off and 1,600 hp at 18,000 ft. With MW 50 methanol injection, the Jumo 213A-1 could produce 2.,240 hp at sea level, 2,000 hp at 11,500 ft and 1,880 hp at 15,500 ft. Deliveries began in August 1944 from the Focke-Wulf Cottbus factory and the Fiesler Kassel-Waldau plant.

FW-190D-9/R11 = Bad-weather fighter produced beginning in early 1945 and equipped with a PKS 12 auto-pilot and the FuG 125 Hermine direction finding navigation and instrument landing system.

FW-190D-10 = The first two D-9s off the Cottbus assembly line (Werk-Numeren 21-0001 and 21-0002) were modified to use the Jumo 213C engine and the VS 19 airscrew, which allowed for an engine-mounted gun. Armement consisted of a 30 mm Mk 108 cannon firing thru the airscrew and a single 20 mm MG 151/20 cannon mounted in t he port wing root.

FW-190D-11 = Seven A-8 airframes (V55 thru V61) were modified to use the Jumo 213F engine, equipped with a three-stage supercharger with MW 50 injected before the third stage and no intercooler. Additional protective armor was installed and armament consisted of a pair of 20 mm MG 151/20 cannons in the wing roots and a pair of 30 mm Mk 108 cannons in the wings, outboard of the main landing gear.

FW-190D-11/R5 = A jabo variant utilizing the TSA 2D bombsight and fuselage and wing bomb racks to carry a total of 8x 50 kg bombs, or 4x 50 kg bombs and a 300 liter drop tank. Only a few prototype examples were built.

FW-190D-12 = First appearing on the assembly lines in February 1945, the D-12 utilized the Jumo 213F-1 engine fitted into a new more extensively armored cowl. MW 50 injection was installed and armament consisted of a single engine-mounted 30 mm Mk 108 cannon and two 20mm MG 151/20 cannons in the wing roots.

FW-190D-12/R5 = Proposed sub-variant intended to use the Jumo 213EB engine with increased compression ratio and the addition of self-sealing wing fuel tanks to carry an additional 69 gallons.

FW-190D-12/R11 = Bad-weather sub-variant fitted with the PKS 12 auto-pilot and the FuG 125 Hermine navigation and instrument landing system.

FW-190D-13 = Proposed development of the D-12 using a 20 mm MG 151/20 cannon with 250 kg firing through the airscrew in place of the 30 mm Mk 108. It was also intended to use the Jumo 213EB engine and two prototypes were made, but it failed to proceed further.

FW-190D-13/R5 = Intended to be a sub-variant of the D-13 equipped with a pair of ETC 71 wing racks and the TSA 2D low-diving bomb sight.

FW-190D-14 = Proposed variant intended to utilize either the Daimler-Benz DB 603E or DB 603LA engine.

FW-190D-15 = Proposed production variant intended to use either the Daimler-Benz DB 603EB or DB 603G engine. Between 11-17 March 1945 fifteen D-9s were flown to Echterdingen for conversion to the D-15 with the installation of DB 603G engines rated for 1,900 hp at take-off and 1,560 hp at 24,200 ft. One conversion was made and test flown before the test center was occupied by the US Army.

FW-190E

FW-190E-1 = Original designation reserved for an armed reconnaissance version of the A-4. However, the role was adequately filled by the use of Umrüst-Bausätze kit #4 on the FW-190A-3 and A-5 models. Therefore, development of the FW-190E-1 was abandoned.

FW-190F

FW-190F-1 = Essentially a permanent factory conversion of the FW-190A-4/U3 variant. The outboard 20 mm MG FF cannon were removed and an ETC 501 fuselage bomb rack for a 500 kg bomb was installed along with two wing racks allowing for the addition of a pair of 250 kg bombs. The factory conversion included 6 mm plate armor protection for the engine and oil tank, and 5 mm beneath and 8 mm behind the underseat fuel tanks. Additionally, the landing gear was strengthened to accomodate the additional take-off weight. About 25-30 examples were delivered in late 1942 for service evaluations.

FW-190F-2 = Based on the A-5 airframe, the F-2 was the first version built from the outset as a Schlachtflugzeug. Utilizing the same weapons and racks as the F-1, the F-2 featured a new "blown" canopy for improved visibility during ground attacks. The first examples were delivered in Spring 1943.

FW-190F-3 = First appearing in early summer 1943 on the Arado Warnemünde assembly line, the F-3 was produced alongside the A-6 and used a similar lightened wing structure. The ETC 501 rack was replaced with an ETC 250 rack capable of carrying either a 250 kg bomb or a 300 liter drop tank.

FW-190F-3/R1 = The two ETC 250 racks on the wings were replaced with four ETC 50 racks, allowing the use of four 50 kg bombs in place of two of the 250 kg bombs.

FW-190F-3/R3 = The two ETC 250 racks on the wings were replaced with a pair of 30 mm Mk 103 gun pods. About 20 examples were built.

FW-190F-8 = The F-4, F-5 and F-6 designations were originally intended to be used for subsequent revisions of the F series. However, the tactical situation on the Eastern Front had deteriorated to the point where the Luftwaffe had a greater need for the long-range Jabo-Rei FW-190G series. When production of the Jabo F-series was resumed in the summer of 1944, the A-8 model was in production and the F-series was adapted to incorporate the changes made in the A-series since the A-6/F-3. Like the A-8, the F-8 had 13 mm MG 131 machine guns in the cowl in place of the 7.9 mm MG 17s of earlier models. The standard version used four ETC 50 wing racks in a configuration similar to that of the FW-190F-3/R1.

FW-190F-8/U1 = A proposed two-seat training version, which was abandoned before any were built.

FW-190F-8/U2 = A proposed variant intended to use the TSA 2A Tiefsturzanlage (low-diving) equipment for use with the 700 kg BT 700 Bomben-Torpedo. A longer tail wheel was fitted to provide the clearance necessary for the weapon. The tactics called for a shallow dive from about 5000 feet and the equipment compensated for the speed of the vessel and the time in air for the torpedo. The pilots of I/NSG 5 were trained in the use of the BT 200, BT 400 and BT 700 and were equipped with FW-190F-8s, the unit being redesinated III/KG 200. While the unit operated on the Western Front in both daytime and nocturnal missions, there is no record of any use of the BT weapons in action. The FW-190F-8/U2 was to have been manufactured by Blohm & Voss as the FW-190F-8/R16.

FW-190F-8/U3 = Similar to the FW-190F-8/U2, the U3 was designed to carry the 1400 kg BT 1400 Bomben-Torpedo and was to have been manufactured by Blohm & Voss as the FW-190F-8/R15.

FW-190F-8/U14 = Intended torpedo-fighter variant using the LT F5 aerial torpedo, similar to the FW-190A-5/U14. This version was to have been mass-produced as the FW-190F-8/R14.

FW-190F-8/R3 = The four ETC 50 wing racks were replaced with a pair of 30 mm Mk 103 gun pods under the wings. The version never proceeded beyond the experimental phase.

FW-190F-8/R13 = A Nacht-Schlachtflieger variant with the ETC 50 wing racks removed and replaced with a pair of ETC 503 racks allowing the use of a pair of 300 liter drop tanks. An exhaust flame damper was installed along with a FuG 16ZS direction finding set and a FuG 25a IFF system. If not for the course of the war, this variant was to have been mass-produced by Blohm & Voss, but the war ended before it left the experimental stage.

FW-190F-8/R14 = See FW-190F-8/U14 above.

FW-190F-8/R15 = See FW-190F-8/U3 above.

FW-190F-8/R16 = See FW-190F-8/U2 above.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the use of the SG 116 Zellendusche as an anti-tank weapon (it was previously tested for the anti-bomber role). In this case the three 30 mm Mk 103 tubes were reversed and aimed downwards.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the use of five 15 mm MG HF/15 barrels aimed downwards for use in the anti-tank role.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the use of 88 mm Panzerschreck anti-tank rocket installed in a trio of launch tubes mounted under each wing. This was tested operationally on the Eastern Front in 1944, but the poor ballistics of the rocket meant that it had to be fired from about 100 meters to achieve penetration and it was abandoned as unsuitable.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the use of the Panzerblitz 1 anti-tank rocket, four being carried under each wing on jettisonable wooden racks. The Pb 1 could be fired from about 200 meters, but it could not be fired at speeds greater than 305 mph.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the use of the Panzerblitz 2 anti-tank rocket, which was a modified 55 mm R4M rocket equipped with a hollow-charge warhead. The Pb 2 was launched from a pair of jettisonable, wooden underwing racks, which could hold six or seven rockets each.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the use of the Werfer-Granate 28/32 (Wfr.Gr. 28/32), a 280 mm mortar rocket similar to the Wfr.Gr. 21. Either one or two weapons were mounted under each wing, but it proved unsuitable for anti-tank operations.

FW-190 V75 = An FW-190F-8 (Werk-Nr. 58-2071) assigned to Versuchs-Jagdgruppe 10 to test the SG 113A Förstersonde, which consisted of a pair of 77 mm recoilless guns mounted in each wing firing downward. The guns were triggered by the electromagnetic field of a tank and was successfully tested for armor penetration against a captured T-34. Two further examples were built.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the X-4 Ruhrstahl wire-guided missile.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the X-7 Rotkäppchen wire-guided missle.

FW-190 V?? = An FW-190F-8 assigned to Versuchs-Jagdgruppe 10 to test the Blohn & Voss BV 246 Hagelkorn (Hailstone) glider bomb.

FW-190F-9 = The F-9 utilized the turbo-supercharged BMW 801TS engine, which provided 2,000 hp for take-off, 2,270 hp with MW 50 injection and 1,715 hp at 40,000 ft. It succeeded the F-8 on the Arado and Dornier assembly lines in mid-1944.

FW-190F-10 = Intended to use the BMW 801F engine, the war ended before any deliveries were made.

FW-190F-15 = Intended to use the BMW 801TS engine, modified landing gear with larger main wheels and hydraulic actuation (rather than electric), improved radio equipment and the ETC 504 multi-purpose fuselage rack.

FW-190F-16 = Intended to use the BMW 801TH engine, modified landing gear with larger main wheels and hydraulic actuation (rather than electric), improved radio equipment, the ETC 504 multi-purpose fuselage rack and the TSA 2D low-diving sight.

FW-190G

FW-190G-1 = The G-series of Jagdbomber mit vergrösserter Reichweite (extended-range fighter-bomber, Jabo-Rei for short) was evolved in parallel with the F-series Schlachtflugzeug and differed primarily in the basic armament, which was limited to the two 20mm MG 151/20 cannons in the wing-roots. The FW-190G-1 was based on the A-4 airframe and was fitted with an ETC 500 fuselage rack, which could carry a single 250 or 500 kg bombs or an ER 4 converter for carrying four 50 kg bombs. It was also equipped with a pair of wing racks for two 300 liter drop tanks. About 50 examples were produced. In February and March 1945 several FW-190G-1s of NSG 20 were modified to carry an 1800 kg bomb by the addition of special tires and the removal of all other equipment. On 7 March 1945 NSG 20 used the SC 1800 bomb in an effort to destroy the bridge at Remagen.

FW-190G-2 = The first Jabo-Rei to be produced in large numbers, the G-2 utilized the longer fuselage of the A-5.

FW-190G-2/N = The G-2 was converted into a Nacht Jabo-Rei with the addition of exhaust flame dampeners.

FW-190G-3 = Commencing in late-summer 1943 the FW-190G-3 started to roll off the assembly line with the addition of a PKS 11 autopilot system and modified bomb racks. From October 1943 onward the G-3 was fitted with a fuel-injection system for the BMW 801D-2 engine, which involved an override for the boost system and the simultaneous injection of 96 octane fuel into the port air intake, resulting in an increase in take-off power from 1,700 hp to 1,870 hp and an increase in speed at sea level with external stores from 340 to 356 mph.

FW-190G-3/Tp = An FW-190G-3 fitted with a tropical air filter for use in the Mediterranean theater.

FW-190G-3/N = Similar to the G-2/N, the G-3 was converted into a Nacht Jabo-Rei with the addition of exhaust flame dampeners.

FW-190G-8 = A counterpart of the FW-190A-8, the G-8 was produced between September 1943 and February 1944 and incoporated all the standard improvements found in the A-8 and from January 1944 onwards lacked the PKS 11 auto-pilot and wing racks. In its initial production form the G-8 used the ETC 501 fuselage rack, which could carry a 250 or 500 kg bomb or a 300 liter drop tank. It also had a pair of wing racks, which could accomodate either a 250 kg bomb or a 300 liter drop tank.

FW-190G-8/R1 = An FW-190G-8 fitted with the optional MW 50 equipment.

FW-190G-8/R4 = An FW-190G-8 fitted with the GM-1 nitrous injection system.

FW-190G-8/R5 = About 146 late-production G-8s were equipped with additional 25 gallon internal wing fuel tanks and four ETC 50 bomb racks under the wings.

FW-190 V??? = A G-series aircraft modified to test the BV 246 Hagelkorn glider-bomb.

FW-190 V??? = A G-series aircraft modified to test the use of the SB 800 RS Kurt rolling-mine bomb.

Individual Model Data

FW-190A-1

Role: Single-seat Fighter

Engine(s): BMW 801C-1 fourteen-cylinder, air-cooled radial engine producing 1,600 hp

Armament: 2x 7.9 mm MG 17 machine guns in the cowl and 2x 7.9 mm MG 17 machine guns in the wings

Ordnance: none

Maximum Speeds: 389 mph at 18,045 ft

Service Ceiling: 34,775 ft

Range: 497 miles

Loaded Weight: 8,770 lb

Wingspan: 34 ft 6 in

Length: 29 ft 0 in

Height: 12 ft 11 in

Source: Angelucci, Enzo and Matricardi, Paolo; Complete Book of World War II Combat Aircraft; Barnes & Noble Books, New York; 1988.

FW-190A-3

Role: Single-seat Fighter

Engine(s): 1x BMW 801D-2 fourteen-cylinder air-cooled radial engine rated for 1,700 hp at take-off and 1,440 hp at 18,700 ft

Armament: 2x 7.9 mm MG 17 machine guns with 100 rpg in cowl, 2x 20 mm MG 151/20 cannons with 200 rpg in wing roots, and 2x 20 mm MG FF cannons with 55 rpg in wings outboard of main landing gear

Ordnance: none

Maximum Speeds: 312 mph at sea level, 327 mph at 3,280 ft, 332 mph at 4920 ft, 326 mph at 8,200 ft, and 382 mph at 19,685 ft

Emergency Speeds: 418 mph at 21,000 ft for one minute with boost override

Cruising Speeds: 278 mph

Service Ceiling: 34,775 ft

Range: 497 miles

Time to Altitude: 12 min to 26,250 ft

Initial Climb: 2,830 ft/min

Empty Weight: 6,293 lb

Equipped Weight: 7,110 lb

Normal Weight: 8,770 lb

Wingspan: 34 ft 6 in

Length: 28 ft 11 in

Height: 12 ft 11 in (over airscrew tip)

Wing Area: 196.98 sq ft

See Also: Focke-Wulf FW-190A-4/U3 Wurger

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970.

FW-190A-8

Role: Single-seat Fighter and Fighter-bomber

Engine(s): 1x BMW 801D-2 fourteen-cylinder air-cooled radial engine rated for 1,700 hp at take-off and 1,440 hp at 18,700 ft with normal power, and 2,100 hp at take-off with MW 50 methanol injection

Armament: 2x 13 mm MG 131 machine guns in cowl, 2x 20 mm MG 151/20 cannons in wing roots, and 2x 20 mm MG 151/20 cannons in wings outboard of main landing gear

Ordnance: 1x ETC 501 rack under the fuselage for carrying either 1x 250 kg bomb or an ER 4 adapter for 4x 50 kg bombs, and/or 2x ETC 50 rack under each wing capable of carrying 1x 50 kg bombs each using various Umrüst-Bausätze or Rüstsätze kits

Maximum Speeds: 355 mph at sea level, 402 mph at 18,045 ft

Emergency Speeds: 408 mph at 20,670 ft with MW 50 methanol injection

Cruising Speeds: 298 mph

Landing Speed: 106 mph at 8,818 lb

Service Ceiling: 33,800 ft with normal engine power and 37,400 ft with MW 50 methanol injection

Range: 497 miles at 298 mph at 20,670 ft with internal fuel, and 942 miles at 274 mph at 19,000 ft with two external 300 liter drop tanks

Internal Fuel: 524 liters

Time to Altitude: 4.5 min to 9,842 ft, 9.9 min to 19,685 ft, 14.4 min to 26,250 ft, and 17.2 min to 32,800 ft (all times with MW 50 methanol injection)

Initial Climb: 2,350 ft/min

Empty Weight: 7,000 lb

Equipped Weight: 7,652 lb

Normal Weight: 9,660 lb

Maximum Weight: 10,800 lb

Armor: 6.5 mm on oil cooler (34.7 kg), 5 mm on oil tank (43.5 kg), 50 mm armored glass windscreen (14.6 kg), 8 mm on seat (18.2 kg), 5 mm back plate (5.9 kg), 5 mm on panels on the 5th bulkhead (7.9 kg), 12 mm head protection (13.0 kg)

Wingspan: 34 ft 6 in

Length: 29 ft 5 in

Height: 12 ft 11 in (over airscrew tip)

Wing Area: 196.98 sq ft

See Also: Focke-Wulf FW-190A-8/R2 Wurger, Focke-Wulf FW-190A-8/R3 Wurger, Focke-Wulf FW-190A-8/R6 Wurger

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Green, William; Famous Fighters of the Second World War; Hannover House, Garden City, NY; 1960., Green, William; War Planes of the Second World War, Fighters Volume One; Macdonald & Co., (Publishers) Ltd., London; 1960., Grinsell, Robert; The Great Book Of World War II Airplanes; Bonanza Books. 1984., Chant, Chris; German Warplanes of World War II; Barnes & Noble Books, New York; 1999.

FW-190D-9

Role: Single-seat Fighter and Fighter-bomber

Engine(s): 1x Junkers Jumo 213A-1 twelve-cylinder liquid-cooled inline rated for 1,776 hp at take-off and 1,600 hp at 18,000 ft under normal power, and 2,240 hp at sea level and 2,000 hp at 11,150 ft with MW 50 methanol injection

Armament: 2x 13 mm MG 131 machine guns with 475 rpg in cowl and 2x 20 mm MG 151/20 cannons with 250 rpg in wing roots

Ordnance: 1x ETC 504 fuselage rack for carrying 1x 500 kg bomb

Maximum Speeds: 357 mph at sea level, 397 mph at 10,830 ft, 426 mph at 21,650 ft, and 397 mph at 32,800 ft (all speeds at 9,590 lb)

Range: 520 miles at 18,500 ft on internal fuel

Internal Fuel: 524 liters

Time to Altitude: 2.1 min to 6,560 ft, 4.5 min to 13,120 ft, 7.1 min to 19,685 ft, and 16.8 min to 32,810 ft

Empty Weight: 7,694 lb

Normal Weight: 9,480 lb

Maximum Weight: 10,670 lb

Wingspan: 34 ft 6 in

Length: 33 ft 6 in

Height: 11 ft 0 in

Wing Area: 196.98 sq ft

See Also: Focke-Wulf FW-190D-9 Dora

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Green, William; Famous Fighters of the Second World War; Hannover House, Garden City, NY; 1960., Green, William; War Planes of the Second World War, Fighters Volume One; Macdonald & Co., (Publishers) Ltd., London; 1960., Chant, Chris; German Warplanes of World War II; Barnes & Noble Books, New York; 1999.

FW-190F-3

Role: Single-seat Close Support Fighter

Engine(s): 1x BMW 801D-2 fourteen-cylinder air-cooled radial rated for 1,700 hp at take-off and 1,440 hp at 18,700 ft

Armament: 2x 7.9 mm MG 17 machine guns in cowl, and 2x 20 mm MG 151/20 cannons in wing roots, and 2x 30 mm Mk 103 cannons in guns pods under the wings (when not using wing bomb racks)

Ordnance: 1x ETC 250 fuselage rack for carrying 1x 250 kg bomb, and 2x ETC 50 racks under each wing for carrying 1x 50 kg bomb each (when not using 30 mm gun pods)

Maximum Speeds: 342 mph at sea level and 394 mph at 18,045 ft

Maximum Loaded Speeds: 326 mph at sea level and 368 mph at 18,045 ft, with 1x 250 kg bomb

Range: 466 miles at 296 mph at 23,000 ft without external stores or 330 miles at 332 mph at 18,045 ft with 1x 250 kg bomb

Internal Fuel: 524 liters

Initial Climb: 2,110 ft/min without external stores

Equipped Weight: 7,328 lb

Normal Weight: 9,700 lb

Maximum Weight: 10,850 lb

Wingspan: 34 ft 6 in

Length: 29 ft 5 in

Height: 12 ft 11 in (over airscrew tip)

Wing Area: 196.98 sq ft

See Also: Focke-Wulf FW-190F-8 Wurger

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Green, William; Famous Fighters of the Second World War; Hannover House, Garden City, NY; 1960., Green, William; War Planes of the Second World War, Fighters Volume One; Macdonald & Co., (Publishers) Ltd., London; 1960., Chant, Chris; German Warplanes of World War II; Barnes & Noble Books, New York; 1999.

Sources

Green, William; War Planes Of The Second World War: Fighters Volume One; Doubleday and Company, Garden City, NY; 1970.

Green, William; Famous Fighters of the Second World War; Hannover House, Garden City, NY; 1960.

Green, William; War Planes of the Second World War, Fighters Volume One; Macdonald & Co., (Publishers) Ltd., London; 1960.

Mason, Francis K.; Combat Aircraft Library German Warplanes of World War II; Crescent Books, New York; 1983.

Donald, David; Warplanes of the Luftwaffe; Barnes & Noble Books, New York; 1994.

Filley, Brian; FW 190A, F, and G In Action; Squadron/Signal Publications, Carrollton, TX; 1999.

Grinsell, Robert; The Great Book Of World War II Airplanes; Bonanza Books. 1984.

See Also

Aircraft Manufacturers During World War II

Focke-Wulf Flugzeugbau G.m.b.H.

Fighter Ace Planes Inventory

Focke-Wulf FW-190A-4/U3 Wurger

Focke-Wulf FW-190A-8/R2 Wurger

Focke-Wulf FW-190A-8/R3 Wurger

Focke-Wulf FW-190A-8/R6 Wurger

Focke-Wulf FW-190D-9 Dora

Focke-Wulf FW-190F-8 Wurger