MAE01_Focke_Wulf_Fw190.pdf

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MODEL

AIRCRAFT

EXTRA

No.1

BUILDING THE

Focke Wulf Fw 190

Compiled by Andy Evans

PUBLICATIONS LTD

Model Aircraft Extra #1

Building the Focke Wulf Fw 190

Compiled by Andy Evans

Produced under licence by:

MA Publications Ltd

PO Box 1592, Bedford, MK40 9FD | UK

Telephone: +44 (0) 1234 331431

Email: info@modelaircraftmag.com

Website: www.modelaircraftmag.com

publication may be reproduced or

transmitted in any form or by any means,

electronic or mechanical, including

photocopy, recording, or any other

information storage and retrieval system,

without permission in writing from the

publishers.

ISBN: 978-1-9161005-0-3

Complied by: Andy Evans

Design & Layout: Andy Folds, Jonathan

Phillips

Printed and bound in the United Kingdom

The Focke Wulf Fw 190

Contents

Introduction

– The Focke Wulf Fw 190

Radar Raider

– Revell 1:32 Fw 190 A-8/R11

Die Wurger Staffer Dora

– Eduard 1:48 Fw 190D-9

Tin Fish Wurger

– Dragon 1:48 Fw 190A-5/U14

Luftwaffe Latecomer

– Revell 1:48 Fw 190D-9

Jagdbomber

– Revell 1:32 Fw 190F-8

Black 13

– Hasegawa 1:48 Fw 190A-5/U12

Red 2

– Revell 1:32 Fw 190 F-8

Reich Defender

– Eduard 1:72 Fw 190A-8

Fieseler Factory Dora

– Eduard/Tamiya 1:48 Fw 190D-9

Butcher Bird

– Fw 190A-4

A Regal Combination

– Fw 190 Early Versions

A War-Weary Warrior

– Fw 190 Reichsverteidigung

Desert Striker

– Eduard 1:48 Fw 190A-4

Wolfgang Leonhardt’s Weapon of War

– Eduard 1:48 Fw 190A-4

The Focke Wulf

Fw 190

he Focke-Wulf Fw 190 is generally viewed

as a far superior fighter than the much more

famous Messerschmitt Bf 109 - and for good

reason. This highly adaptable aircraft served in

an enormous variety of roles, including fighter, night-

fighter, fighter-bomber/ground attack, reconnaissance

and torpedo bomber throughout much of the Second

World War. It initially appeared as an interim fighter

designed to complement the Bf 109 and the first

production model, the Fw 190A-1 was deployed on

occupation duties in France in the summer of 1941,

from where it could threaten the British Isles.

This meant that the Fw 190 fighter did not go into

service until after Hitler’s attack on the Soviet Union in

late June 1941. Early production Fw 190s were armed

with four machine guns mounted in the upper fuselage

and wing roots. This proved inadequate firepower and

aircraft were retrofitted with heavier cannon in each outer

wing. When it made its appearance in the autumn of

1941 it quickly established Luftwaffe superiority for some

months. The following year it began to replace the Bf 109

in Western Europe, but the latter continued to serve in a

range of roles on the Eastern Front. Its opponents knew

the Fw 190 as the ‘Butcher Bird’, which says much for its

killing power over other fighters. It was developed in

the autumn of 1937 after the Reichsluftfahrtministerium

placed a contract. Two proposals were developed by

Kurt Tank, one with a liquid cooled Daimler-Benz DB

601 engine and the other with the then new air-cooled

BMW 139 radial. The latter was chosen with Oberlng

R. Blaser leading the design team the following year.

At the time, the use of radial engines in land-based

fighters was relatively rare in Europe, as it was believed

that their large frontal area would cause too much drag on

something as small as a fighter. Tank was not convinced

of this and felt a properly streamlined installation

would eliminate this problem. The hottest points on

any air-cooled engine are the cylinder heads, located

around the circumference of a radial engine. In order

to provide sufficient air to cool the engine, airflow had

to be maximized at this outer edge. This was normally

accomplished by leaving the majority of the front face

of the engine open to the air, causing considerable drag.

During the late 1920s, NACA led development of a

dramatic improvement by placing an airfoil-shaped

ring around the outside of the cylinder heads. The

shaping accelerated the air as it entered the front of

the cowl, increasing the total airflow, and allowing the

opening in front of the engine to be made smaller/

Tank introduced a further refinement to this basic

concept. He suggested placing most of the airflow

components on the propeller, in the form of an

oversized propeller spinner whose outside diameter was

the same as the engine. The cowl around the engine

proper was greatly simplified, essentially a basic cylinder.

Air entered through a small hole at the centre of the

spinner and was directed through ductwork in the spinner,

so it was blowing rearward along the cylinder heads. To

provide enough airflow, an internal cone was placed in

the centre of the hole, over the propeller hub, which was

INTRODUCTION –

FOCKE WULF FW 190

The Fw 190 served in North Africa from late 1942

British soldier at Bizerte aerodrome with a captured Fw 190

Fw 190G-2 with 500kg bomb and two 300-litre tanks under the wings

intended to compress the airflow and allow a smaller

opening to be used. In theory, the tight-fitting cowling

also provided some thrust due to the compression

and heating of air as it flowed through the cowling.

In contrast to the complex, failure-prone fuselage

mounted main gear legs of the earlier Fw 159, one of

the main features of the Fw 190 was its wide-tracked,

inwards-retracting landing gear. They were designed to

withstand a sink rate of 4.5 meters per second (fifteen-feet

per second, 900 feet per minute), double the strength

factor usually required. Hydraulic wheel brakes were

used. The wide-track undercarriage produced better

ground handling characteristics, and the Fw 190 suffered

fewer ground accidents than the Bf 109. The Fw 190’s

retractable tail gear used a cable, anchored to the ‘elbow’

at the midpoint of the starboard main gear’s transverse

retraction arms, which ran aft’ within the fuselage

to the vertical fin to operate the tailwheel retraction

function. The tailwheel’s retraction mechanical design

possessed a set of pulleys to guide the aforementioned

cable to the top of the tailwheel’s oleo strut, pulling it

upwards along a diagonal track within the fin, into the

lower fuselage, and this mechanism was accessible

through prominently visible twin triangular-shaped

hinged panels, one per side, in the fin’s side sheet metal

covering. On some versions of the Fw 190 an extended

oleo strut could be fitted for larger-sized loads (such

as bombs or even a torpedo) beneath the fuselage.

Most aircraft of the era used cables and pulleys to

operate their controls. The cables tended to stretch,

resulting in the sensations of ‘give’ and ‘play’ that made

the controls less crisp and responsive, and required

constant maintenance to correct. For the new design,

the team replaced the cables with rigid pushrods and

bearings to eliminate this problem. Another innovation

was making the controls as light as possible. The

maximum resistance of the ailerons was limited to 3.5 kg,

as the average man’s wrist could not exert a greater force.

The tail assembly featured relatively small and well-

balanced horizontal and vertical surfaces. The design team

also attempted to minimise changes in the aircraft’s trim

at varying speeds, thus reducing the pilot’s workload.

They were so successful in this regard that they found

in-flight-adjustable aileron and rudder trim tabs were not

necessary. Small, fixed tabs were fitted to control surfaces

and adjusted for proper balance during initial test flights.

Only the elevator trim needed to be adjusted in flight (a

feature common to all aircraft). This was accomplished

by tilting the entire horizontal tail plane with an electric

motor, with an angle of incidence ranging from −3° to +5°.

Another aspect of the new design was the extensive

use of electrically powered equipment instead of the

hydraulic systems used by most aircraft manufacturers of

the time. On the first two prototypes, the main landing

gear was hydraulic. Starting with the third prototype, the

undercarriage was operated by push buttons controlling

electric motors in the wings and was kept in position

by electric up and down-locks. The armament was also

loaded and fired electrically. Tank believed that service

use would prove that electrically powered systems were

more reliable and more rugged than hydraulics, electric

lines being much less prone to damage from enemy fire.

Fw 190s on a very wet and muddy airstrip

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