High-rise "Focke-Wulf"

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High-rise "Focke-Wulf"


The development of German high-altitude fighters characterized the attitude of the German leadership towards air combat on the Western Front. With the exception of the battle for England, North-West Europe remained, until a certain point, a peripheral theater of operations.

Attention to him by Hitler and the leadership of the Luftwaffe only awakened after a British raid on Cologne in May 1942. At the end of 1940, the daytime air battles over southeast England gradually ceased. Only at night did the Luftwaffe bombers continue to alarm British air defenses.

Both sides expected that with better weather in spring, daytime raids would resume, but this did not happen. Hitler now turned his gaze to the east.

In the summer of 1941, the command of the British Air Force gave priority to the release of De Havilland reconnaissance company DH 98 Mosquito, because after the invasion of German troops on the territory of the USSR, the British government urgently needed information about the redeployment of the German army and fleet.

Already in August, the first 10 serial “Mosquito” PR1 were transferred to the 1 th photo reconnaissance squadron in Benson for military trials, and in September the new reconnaissance aircraft made their first combat sortie. His route ran through Paris and the ports of Western France - Brest and Bordeaux.



In the very first departure, the main trump card of this aircraft appeared - high speed at medium and high altitudes: three Bf.109 patrolmen trying to attack a reconnaissance aircraft at a height of about 7000 m could not catch up with him. Since the spring of 1942, the squadron, fully re-equipped on the Mosquito, operated from bases in England and Gibraltar over almost all of Western and Central Europe.

In the first months of 1942, at the insistent demand of the Luftwaffe, based on the experience of using air defense fighters, as well as intelligence information about enemy development of high-altitude engines and increased production of superchargers for existing aircraft engines, the Technical Committee of the Ministry aviation Germany (RLM) began to explore the possibility of creating a high-altitude fighter. He had to be capable of intercepting the high-speed DH98 Mosquito, which appeared in increasing numbers over the territory of the Third Reich and sometimes operating at heights almost inaccessible to German fighters.

In contrast to the allies, Germany’s attempts to develop a high-rise engine were somewhat chaotic, since the Planning Department, despite intelligence information, was not interested in the development of such engines. At the same time, back in November 1941, Kurt Tank pointed out the need to produce high-altitude engines: “We tried all the ways to improve the height characteristics of the BMW 801, but it was clear that a completely new engine was needed. I already predicted that something like this could happen. At the beginning of the 1941 of the year, before the FW-190 was put into service, I spoke with General Udet and Yeshonnek on this issue. I said that they should launch the high-altitude motor Jumo 213 into the series, which passed bench tests at Junkers so that we could have a ready-made high-altitude version of the FW-190 in case it would be necessary. General Hans Yeschonnek, then chief of staff of the Luftwaffe, replied: "Why is this necessary? We do not conduct any air battles at such heights!" As a result, we lost about a year in the development of an effective high-altitude engine, a time which we did not catch up with. In the end, we have adopted a very good high-altitude fighter FW-190D with Jumo 213. But he was ready too late - in the summer of the 1944 of the year, but by that time Germany’s air superiority had been lost. ”



At that time, German industry produced in large volumes several major engine types: Jumo 211 for Ju-87, 88 and He-111, BMW 801 for FW-190 and Dо-217, DВ 601 for Bf.109, Ме-110 and Not -111.

All of these engines met current needs, however, none of them were suitable for a high-altitude fighter, because the BMW 801, not to mention the more "old types", had a height limit of 6800 m, and in fact it had problems with 5900 m Regardless of the views on the problem, the company "Junkers" and "Daimler Benz" began to develop high-altitude engines. Junkers began designing a new version of Jumo 213Е, with a volume similar to the basic version of Jumo 213A (35 l.), But with a higher compression ratio and increased speed, and Daimler Benz initiated the development of a new DB 603 engine with increased pistons in diameter 45 l.

All proposals for improving the height of the engines can be divided into two groups. The first is schemes using the so-called emergency mode, for example, the GM1 nitrogen oxide direct injection system into cylinders (this engine power increase system was first mentioned by the Germans under the code name "ha-ha"), where nitrous oxide or laughing gas, located in liquid, under pressure injected into the supercharger. The second is the most complex engines with separate injection units.

In 1942-43, it was still doubtful that the problem could be solved by using a turbojet engine - the behavior of the turbojet engines at such heights was not studied. Such information was not available until the beginning of 1945, when relevant research was conducted at Junkers. The advantage of a piston engine during this period was that its characteristics had a fairly wide range, and the use of superchargers or systems that increase the height of the engine, further expanded the scope.

The 603 DB engine had a take-off power equal to the 1800 HP. The development plan for this engine was rejected by RLM, which motivated its refusal by the fact that its introduction would entail major changes in the production of other necessary engines and the inevitable suspension of the design of new aircraft.



Despite the decision of the Technical Committee, Daimler Benz continued to build prototypes on a proactive basis, based on experimental data from the 605 DB engine designed for Bf.109G, designed for operations at medium altitudes.

At the turn of 1942-1943's, on the basis of analytical studies, it was found that the development of a high-altitude engine with a power 1000 hp. at altitudes of the order of 10000 m, comparable in labor costs to the design of a conventional motor with a power over 3600 hp (!) and that the further development of high-altitude engines is very expensive. For this reason, the development of high-altitude DB 603 was much slower than was necessary.

A similar situation developed with Jumo 213E, the first prototype of which was tested only by the beginning of 1944 of the year, however, its serial production began already early next year. The Jumo 213E and "F" engines were delivered to the Focke-Wulf in the fall of the 1944 of the year, and the DB 603E and the "L" in January of the 1945 of the year and only a few copies. The BMW 801 TJ in several copies was also transmitted by the Focke-Wulf and was used only for its testing in the air.

Prototypes of the latest aircraft engines: Jumo 222, 224, 225 and DB 628, with great power and could not bring to the series, although under them some projects were developed, including the "Focke-Wolfe".

By the end of the war in the engine industry, the Germans had reached an extremely high level, especially in the field of creating power-enhancing systems and automatic control devices. However, due to the difficult military and, as a result, the economic situation, the modernized and modern engines did not have enough, not to mention their high-altitude versions.

At the end of the summer of 1942, it was already clear that the US Air Force was going to concentrate significant numbers of bombers on British bases for strikes on the territory of the Third Reich. The high-altitude flights of the B-17 coupled with the Halifax and the Lancaster have already caused certain problems for the German interceptors. And new intelligence brought information about the serious intentions of the United States to organize the serial production of the most powerful B-29 with even more impressive speed and altitude characteristics. As a result, there was an urgent need for a high-altitude fighter.

At a meeting held in the spring of 1942, RLM commissioned firms to announce their requirements for a new high-altitude super-rider (Hohenjager), also capable of performing the functions of a high-altitude reconnaissance aircraft.

The “super-fighter” program was divided into the following stages: “urgent” with the development of a fighter based on production aircraft with maximum use of components and assemblies of basic machines and “deferred” with the development of a new high-altitude fighter and reconnaissance aircraft.

The implementation of this program "Focke-Wulf" began, possessing certain experience in creating high-altitude FW-191 bomber, although it did not go into service with the German Air Force, and a hermetic cabin and motors equipped with a two-stage supercharger were tested and tested.

FW-191.

In the same period, the competing company Messerschmitt AG proposed its previously “frozen” project of the high-altitude interceptor Me-209Н, the further development of the record aircraft Me-209. However, the developed machine did not confirm the expected results, so the development was finally discontinued.

The planes created under the Hohenjager 1 program were given the designation FW-190B, and the first prototype machine of this modification was the FW-190V12, which has a pressurized cabin and equipment for the production of high-altitude flights. Soon, three more modified aircraft FW-190A-3 / U7 were prepared for testing.

In parallel with the tests at the Focke-Wulf, BMW continued fine-tuning the prototype BMW 801TJ engine equipped with a turbocharger, which was planned for installation on a serial FW-190В. However, these engines, by order of the RLM, “Focke-Wulf” was never sent in the time promised earlier.

Meanwhile, taking into account the results of tests of the first prototypes, another three serial FW-190A-1 were converted. These machines have become the FW-190B-O prototype series. They had the following weapons: two MG 17 synchronous machine guns and the same number of MG 151 / 20E guns mounted at the base of the wing.

The next FW-190B-O, like its predecessors, was a converted FW-190A-1 and was similar to the previous prototypes, with the exception of the BMW 801D-2 engine equipped with a GM system. This test car was handed over to BMW.

Then, to the standard of the series "B" upgraded three more machines, which became the prototypes of the FW-190B-1. In the autumn of 1943, Focke-Wulf decided to stop the fine-tuning of the FW-190B machines, devoting all efforts to the development of a new version of the FW-190C.



The failure of the "Hohenjager 1" program, which was developed by the FW-190B, did not affect the other one-type program "Hohenjager 2". The main difference of this program from "Hohenjager 1" was the use of the 603 DB engine.

Development of a new prototype fighter, which received the name FW-190C, was required not only through the use of a new engine. FW-190C with DB 603 was supposed to be equipped with a turbocharger, created jointly DVL and the firm "Hirh". Daimler Benz sent several X XUMUM DB prototypes to Focke-Wulf. For the manufacture of prototypes FW-603C used several production aircraft series A-190.

On the FW-190V16, we mounted a DB 603Aa motor with a centrifugal supercharger and a three-blade propeller. In August, 1942 was handed over to the Daimler Benz plant in Rechlin for extensive testing. Already in the first flight was detected malfunction of the cooling system. In the autumn of 1942, after the elimination of the cooling system defect, the flights were resumed, with the pilot reaching an altitude of 11000 m in one of the sorties.

Soon, at the Daimler Benz factory airfield, the FW-190C prototype developed a speed equal to 727 km / h at the height of 7000 m and reached the ceiling in the 12000 m. Flights at the level of the practical ceiling became common - the car was sometimes at this height more than an hour and a half!



Naturally, these indicators could not be achieved under the conditions of real combat operations with installed armaments and the necessary fuel supply, however, they were higher than those with an aircraft with a BMW 801 even with GM-1 turned on.

At the end of the summer of 1944, the day-to-day air raid of Allied bombers on the Daimler Benz plant FW-190V16 was destroyed. The FW-190C prototypes were obtained with the 603 DB engines without turbochargers, and were, so to speak, intermediate or transition machines from the FW-190B to “C”. But the FW-190V18 was the first aircraft - the benchmark of the FW-190C series. It is first equipped with a DB 603G engine equipped with a turbocharger, but then, due to the lack of these engines, was equipped with a DB 603А-1 and a new four-blade propeller.

The FW-190V18 engine was mounted on a TK 9AS turbocharger (Hirth 9-228, developed jointly with DVL and Hirth 9-2281). 240 rpm at a temperature of incoming exhaust 60 ° C. A device that clearly requires further refinement was installed under the fuselage, forming a kind of pocket, due to which FW-22000V950 nicknamed "Kangaroo."



At the end of winter 1942, the Daimler Benz passed the test machine, at the factory airfield of which, after the new year, the car was flown over. For further test flights, the head of the Focke-Wulf company G. Zander was seconded to the company, who after nine flights expressed his negative opinion regarding the new machine. Being impressed by the flight, he qualified the plane as unsuitable for flight, and expressed the need for a number of modifications to its design.

According to the chief pilot, the center of gravity of the machine, due to the installation of a heavy compressor under the fuselage, moved back to the tail so much that the machine did not want to rise above 7700 m. At any height, the plane is not stable on all planes and is difficult to control. The turbocharger did not give out 20000 rpm.

After modifying the FW-190V18 from the serial A-1, several more prototypes of the FW-190C aircraft prototypes were prepared. All of these cars were equipped with a DB 603S-1 engine with a TK 11 turbocharger, had a pressurized cabin and a wing with an increased to 20,3 square. m square. On them, the implementation of the program "Hohenjager 2", which became the basis for the FW-190C, was completed. Despite the fact that the machines of this series could become successful high-altitude fighters, this did not happen. The reason is that the maturation of the 603 DB engine is too slow, which made TA RLM recommend Focke-Wulf to suspend the development of the FW-190C.

At the end of the war, fascist Germany had serious problems with raw materials, primarily with certain types of alloying metals. Without them, it was impossible to produce high-quality turbines and other necessary parts of high-temperature turbo-compressors, the life of which did not reach the 20 hours, and then burn-out of the exhaust pipe bodies occurred. German engineers could not launch a reliable turbocharger into the series until the very last days of the war.

The third high-rise project based on the FW-190 design with a Jumo 213 motor was the FW-190D. At the turn of the 40-s, the engine compartment of the firm Junkers Flugtsoyg and Luftwaffe AG ​​was working on a new 12-cylinder in-line 1750-strong engine of liquid cooling Jumo 213 designed by Dr. August Lichte.



Jumo 213 was a further development of the Jumo 211, while it had a smaller geometric dimensions and weight, and also worked at higher revs and developed more power. The blows of the allied bombers slowed down the development and preparation of the serial production of the specified engine. Therefore, in the required quantities, it began to be produced only in the summer of 1944 of the year, while their monthly output amounted to about 500 copies.

Initially, the engine was developed as a "bomber", but Likhte envisaged the development of two versions "C" and "E", adapted for mounting weapons in the collapse of the cylinder blocks and, therefore, suitable for use on single-engine fighters. Interestingly, the Jumo 213 assemblies were completely identical to the attachment points of the 603 DB engine.

Kurt Tank, probably not without the insistent recommendation of RLM, decided to use the new engine on the FW-190, according to the "urgent" plan for developing a high-altitude fighter based on serial machines with maximum use of predecessor units.

The first prototype of the "D" series was the FW-190V-17, reworked in the winter of the 1941 of the year from the FW-190A-0 serial fighter. The fuselage of the fighter has become noticeably longer. On 60, see the nose of the car that housed the Jumo 213А engine was built up. The mixing of the center of mass forward necessitated an extension of the fuselage tail section on the 0,6 m. The compensation section between the central part of the fuselage and the plumage, unreasonable from the point of view of the requirements of the laws of aerodynamics, was carried out in such a way that allowed the least developed technology of airframe production.



The following five cars were experienced FW-190D-1 machines with a standard non-pressurized cabin, which was planned to replace all versions of the FW-190А fighter. The supply plan assumed a large-scale production of the D-1 version, equipped with Jumo 213A to 950 machines per month.

The D-1 version was not built in batches, and its only copies were five prototypes. For the next version of D-2, two experimental machines FW-190V26 and FW-190V27 have been planned. Both aircraft equipped hermetic cabin and DB 603 motors. The armament consisted of a pair of MG 131 synchronous machine guns and the same number of MG 151 / 20 guns in the wing bases. Both prototypes were the only representatives of the FW-190D-2.

By the beginning of 1944, Focke-Wulf introduced many changes to the design of its aircraft, which affected not only the high-altitude fighter created by the program, but also other FW-190 series. For example, the rejection of the problematic cab sealing system. But the most important proposal was the new component standardization system, which affected the entire production of the FW-190 fighter jets.

As a result of these actions, it was decided to discontinue development of the D-1 and D-2 versions. Instead, the variant of the perspective development of the fighter and the first production version of the high-altitude fighter were given the name FW-190D-9, since the fuselage of the cars of this variant was similar to the fuselage FW-190-9. In turn, the D-3 - D-8 variants were not designed at all and, accordingly, were not manufactured.

The order for the original layout of the projected FW-190B-9 fuselage was placed in October 1942 of the year, and Foke-Wulf began its construction at the end of the year. An official inspection of the layout presentation was made by the RLM Commission in the middle of summer 1943.

The launch of the FW-190D-9 in the series is scheduled for mid-August 1944. The results of flight tests were encouraging, but the tests themselves lagged behind the deadlines, because of the five prototypes, three were left because of the German bombardment. Despite this, the start of production was sustained, and the first cars of this version were laid on the production site of the Focke-Wulf in Cottbus and under the subcontract on Arado. In September, the licensed production of FW-190D-9 began at the factory "Fieseler" in the city of Kassel.



The observance of the production start dates was possible due to the fact that in March, the design bureau, led by Rudolf Blaser, sent out to the factories intended for the production of FW-190D-9, sets of technical documentation. Serial machines differed slightly from the prototypes. So, to neutralize the reaction of the screw changed tail, increasing its area, in addition strengthened the design of the fuselage. Engineers used a lot of new design solutions for engine layout. For example, on the FW-190D-9, they installed a round hood with a ring heatsink, similar to a Ju-88 bomber. In addition, there was no oil cooler air intake on the bonnet, it was mounted in the collapse of the engine cylinders and it was cooled with liquid from the common system of the engine itself.

Some technical problems solved quite original. In order to reduce the cross-sectional area of ​​the engine compartment, the designers needed to move the oil tank, which rested against the engine mount and had a large volume. Then they decided to strut the engine mounts just to pass through the oil tank! Getting acquainted with the captured FW-190D-9, aviation specialists were surprised at the originality of the solution.

The first serial fighter FW-190D-9 was flown around early in the autumn 1944. The machine was used in tests to determine the flight performance. In September, the failure of the supercharger led to the need to replace the entire power plant. On the machine mounted a new Jumo 213C-1. The tests were interrupted a month after the next engine failure and were not resumed until the start of 1945.

In September, FW-190D-9 arrived in Hannover-Langenhagen from Rechlin. There, on the airfield of the firm, the MW 50 system was installed on the aircraft, providing at the height of 5000 m a short-term increase in Jumo 213А power to 2100 hp. Interestingly, it was originally forbidden to turn on this system during takeoff, but then this restriction was lifted. FW-190D-9 transferred to the plant "Junkers" for air test engine.



Interestingly, at first the impression produced by the D-9 on the German pilots was unimportant. It was planned that Jumo 213 will have power up to 1850 hp, but in fact it was on 100 hp below. At the same time, the pilots noted that the new FW-190 turned out to be less maneuverable.

The pilots disliked the FW-190D-9 so much that K.Tank was forced to personally come to III / JG54 in Oldenburg to try to convince the Luftwaffe pilots of the advantages of the Dora-9. However, his arguments were as follows: "FW-190D-9 is a temporary measure until it goes into the Ta 152 series. Motor factories - BMW 801 manufacturers were bombed. There are no other suitable air-cooled radial engines. But Reich has a significant number of copies of the engine Jumo 213, due to the fact that the production program of the bombers "frozen." We have to use these engines, and soon everyone will be able to make sure that the new machine is not bad. "

The commander of the air unit, R. Weiss, said: "You say that this plane is a temporary measure ... Well, if you want us to fly the Dora-9, we will fly." To the surprise of the pilots, having adapted to the new fighter, they managed to find in it a sufficient number of advantages over such fighters as the FW-190A and Bf.109, including a higher dive speed and excellent rate of climb.

In horizontal flight at an altitude of 6500 m FW-190D-9 accelerated to 685 km / h, and using the emergency mode of the engine with the inclusion of the MW 50 system, the speed increased by another 15-20 km / h. Now, the pilots of the Luftwaffe could fly at speeds no worse than the American Mustang.



A continuation of the FW-190D series was the version of the all-weather fighter with improved D-11 armor protection, which differed from its predecessor by the more powerful Jumo 213F-1 engine with a turbocharger and MW 50 equipment. However, the assembly of the aircraft of this series due to problems with the production of engines Jumo 213F and the difficult situation on the fronts and the country was not started until the end of the war. The development of the next model of the "D" series went in parallel with the design of the FW-190D-11.

In the fall of 1944, RLM began preparations for the production of a FW-190D-12 with a Jumo 213F engine, equipped with a supercharger and in addition to it with the MW50 system. A prerequisite for the timely start of mass production of the FW-190D-12 was the launch of the two-stage blowers no later than November of the 1944 year.



The FW190D-12 series was a modification of an all-weather fighter, with reinforced armament from MG 151 / 20 guns in the wing and a synchronous 30-mm MK108.

The next and last prototypes, equipped with Jumo 213 motors, D-13 series were transformed from the FW-190A-8 serial fighter aircraft V62 and V71 aircraft. Both of these machines actually had no differences from the representatives of the previous series, with the exception of the MG 151 / 20 synchronous gun mounted instead of the 30-mm MK 108.



Later on these fighters were mounted Jumo 213F-1 motors with a compressor 9-821 ЗН and equipment MW 50. Due to the fact that the D-13 series machines were supposed to be used as high-altitude interceptors, the prototypes were equipped with pressure cabins. The FW-190D-13 series was supposed to launch 1944 from December, before the end of the tests, since it differed from the D-12 only in armament.

By the end of 1944, significant progress was made in the development of the DB 603 high-altitude motor, which was improved by the efforts of Design Bureau Daimler Benz and prepared for launch in a series. As you know, before 1943, Kurt Tank began designing a new fighter with the Ta-152 code, planning to use the FW-190D glider with a DB 603 engine with a supercharger or with the latest version of this type of engine. Despite lobbying K.'s themeTank, RLM, the ministry did not want to stop the production in progress - there was practically no unification of the design of the new FW-190 fighter. Thus, it was required to modify existing aircraft in the transitional version of the new high-altitude fighter. Such an intermediate machine was the FW-190D-14.

Hastily prepared two prototypes. The first prototype was equipped with a DB 603E engine, which has a take-off power equal to 2100 HP. with an improved supercharger, which allowed to raise the height of the motor to 11000 m and with the equipment MW 50. The second prototype received the DB 603E, the take-off power of the 1800l.s.

For D-14 planned armament, consisting of a synchronous cannon MK 108 or MK 103 and two wing MG 151 / 20. After the 1944 assembly was completed in the winter, both prototypes were handed over to the Daimler Benz company in Echterdingen for testing. During the tests, the height was reached 11700 m and speed - 710 km / h.

The final phase of testing the prototypes of the D-14 series coincided with the final stage of the war and therefore the serial production of the FW-190D-1 4 could not be implemented.

There are other reasons why this series ended on two prototype machines. For example, simultaneously with the development of the D-14 series, work was under way on the D-15 variant, which was better adapted for mass production or that RLM allowed to proceed to the detailed design of the Ta-152. Therefore, after the cancellation of the program for the further development of the FW-190, both cars were transferred to the testing program of the pressurized cabin for the Ta-152 project. In general, the D-14 series was originally stillborn.

Work on the latest model FW-190D began simultaneously with FW-190D-14. The new version of the D-15 was based on the design of the FW-190F-8, while the wing and other parts, with the exception of the front and tail parts, taken from the Ta-152C, remained unchanged. In other words, the FW-190D-15 was a mixture of the FW-190F-8 and Ta-152С designs, while the construction was simpler than even the FW-190D-9.

Start of serial processing of FW-190F-8 in the FW-190D-15 was planned from April 1945, but this, of course, did not reach the year. Thus, the experienced machines of this version were not produced. However, from 11 to 17 on April 1945, at the request of Gaspel, 15 FW-190D was transferred from combat units to replace Jumo 213А-1 motors with DB 603G.

Since the plant in Echterdingen was the object of permanent Allied air raids, retrofitting was carried out at another plant in Nellingen, distant 50 km from the main plant of the company. Replacement of engines managed to implement only a few machines, which made up an experimental batch of FW-190D-15. Non-re-equipped airplanes flew from there on April 22, that is, at the time when American forces occupied Nellingen.

Two FW-190D-15 still managed to transfer to combat units, one of which was discovered by US troops in very poor condition.

"Long-Nosed Focke-Wulf" was Germany's best serial fighter. He perfectly proved himself in air battles with "Mustangs" and "flying fortresses". In general, more than 700 FW-190D fighters out of a total of FN-190 equal to 20000 units were produced. But no fighters, even the most successful, were able to save the Reich. Nothing could stop the victorious offensive of the Soviet Army.



Sources:
Medved A., Khazanov D. Focke-Wulf Fw 190. Multi-purpose Luftwaffe fighter. M .: Yauza, Eksmo. 2007. C. 76-79, 96-99.
Ivanov S. Focke Wulf FW-190D Ta-152 // War in the air. No.82. C. 2-18, 41-45.
Kudishin I. The Focke Wolf FW-190 Fighter // Aviation and Cosmonautics. 2000. No.05-06. C. 55-60.
Borisov Yu. Long-nosed FW-190 // Wings of the Motherland. 2002. No.12. C. 21-26.
Green William. Wings of the Luftwaffe (warplanes of the Third Reich). CH 2. M .: Publishing Department TsAGI, 1994. C. 141-149.
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  1. +8
    April 23 2015 05: 50
    General Hans Jeschonneck, then Chief of Staff of the Luftwaffe, replied: "Why is this necessary? We do not conduct any aerial combat at such heights!"
    Well, it was so
    In the fall of 1942, after eliminating the defect in the cooling system, flights resumed, while in one of the departures the pilot reached an altitude of 11000 m.

    Soon, at the Daimler Benz factory airfield, the FW-190C prototype reached a speed of 727 km / h at an altitude of 7000 m and reached a ceiling of 12000 m.
    What for? It’s always a damage to other characteristics. It’s not possible to bomb from exactly this height, and the atomic bomb, with its accuracy of plus or minus one kilometer, doesn’t affect it, was not ready then
    Take our high-altitude (12 000м) MiG-3, it was also of very little use at heights, and the forces were sprayed. Then, such machines should be piece, and not mass
    And the article is interesting, no doubt +
    MIG-3 high-altitude fighter in flight
    1. +10
      April 23 2015 08: 01
      Excellent article!
      In general, it is a topic for me, because in my old age I decided to play in War Thunder. There are both planes and tanks. By the way, it's great done, our people did it. From the Russian Federation. Part of the money is donated to the shooting of the film "Panfilov's 28". I highly recommend. of tanks never played, considered it pampering, but this game IMPRESSED ... from 0.10
      1. +10
        April 23 2015 09: 45
        Any pampering game wink
        The video is great! When I looked for the first time, my breath caught in some moments.
        After such promotional videos, there are more and more questions for our cinema.
        1. +3
          April 23 2015 12: 51
          Our cinema is a bunch of ossified bureaucrats and old, hidden dissidents who got used to taking everything from the "scoop" and projected this "philisophy" onto the current realities. am
          1. 0
            April 23 2015 13: 56
            Quote: mirag2
            Accustomed at one time to take everything from the "scoop" and projected this "philisophy" on the current realities.
            The Soviet Union has nothing to do with it.

            P.S. Scoop in the sandbox, stop using slang words applying them to your homeland.
      2. +1
        April 23 2015 09: 54
        I never played World of tanks - I considered pampering


        And in vain, no one ever said that WOT is a realistic-historical hardcore simulator, but the mechanics of the game are such that often victory is achieved by frantic work of the brain and hands. Here are your 4 beaten cars left, your opponents have 2 intact ones, through a half-map you can see one PZ.IV tower with a loose commander's cupola and in a second decide whether to load a land mine and aim the "puck" or spend time, drive up and calmly shoot at the sides. In these seconds, the outcome of the battle is decided.
        1. +3
          April 23 2015 12: 48
          Well ... your words are applicable to any multiplayer game, just replace "PC.4" with, for example, "dragon" ... And War Thunder-simulator is very good. Roughly speaking, the heir to "IL-2 attack aircraft". play it, because the management "rejected" me.
    2. +6
      April 23 2015 10: 07
      Quote: Denis
      What for? It’s always a damage to other characteristics. It’s not possible to bomb from exactly this height, and the atomic bomb, with its accuracy of plus or minus one kilometer, doesn’t affect it, was not ready then
      Haven't you heard about the "carpet bombing" of German cities by the allies, the height of the use of bombers (from 6000 to 9000 meters), against which the German air defense fighters had to operate?
      When it turned out that it was not possible to permanently disable aircraft factories and other key industrial facilities in Germany with the help of aerial bombardments, the Anglo-American command decided to switch to bombing over areas (the so-called "carpet bombing") of large cities in order to undermine the morale of the German population and army. A series of such bombing raids hit Hamburg between July 25 and August 3 on August 1943. More than 50 thousand people died, about 200 thousand were injured. Such a large number of victims was due to the fact that a fiery tornado appeared in the city. Berlin, Cologne, Dortmund, Düsseldorf, Nuremberg and other cities were also subjected to "carpet bombing."
      "Carpet bombing" also continued almost until the end of the war. The most massive was the bombing of Dresden on 23 – 25 on February 1945. Then at least 25 thousand people died. There are higher ratings - up to 135 thousand dead. Many of the approximately 200 thousand refugees who could not be accurately counted could have died in the city
      In addition to bombers, the Germans later needed to fight high-altitude American escort fighters, the P-51D Mustang, and the P-47 Thunderbolt.
      1. The comment was deleted.
      2. +7
        April 23 2015 11: 56
        American bombers were adapted to bomb from altitudes of 7000 meters and above, the same "Mustangs" were also adapted to "work" at the same altitudes, so there was a need for a high-altitude fighter. Why did not this need arise earlier ?, but because the British bomb bombs did not have such an opportunity, they "worked" if I am not mistaken from heights of about 5000-6000 meters, where the Messer felt good, only our PE-8 could bomb from great heights ..., but they were released a few and therefore they did not "work" so actively ... So the Germans arose at the end of the war with the entry of the American into the war, such a tension in the air - in the east, all work took place at medium and low altitudes, and in the west mostly at high, and to create a fighter that works equally well at all altitudes ... is practically impossible.
        1. +1
          April 23 2015 12: 01
          Before the "long-nosed" Fokkers were created, there were usual modular ones.
      3. +2
        April 23 2015 21: 17
        Quote: Per se.
        Haven't you heard about carpet bombing?

        I heard, rather watched and read very, very different
        That's just even the heroes of the win recognize
        Toward the middle of the campaign, the British command began to slowly realize that the results of the bombing had little impact on the Germans. Despite the growing tonnage of dropped bombs, the inaccuracy of the bombing was such that if the bomb fell within five miles of the target it was considered a “hit” for statistical purposesbut even with such an account, many bombs were recognized as missed. [12] Sometimes, analyzing the purpose and effectiveness of the English raid that took place, the Germans could not determine which city (not to mention the specific building inside the city) was the original purpose of the raid, the scatter of the funnels from the explosions of the bombs was so great.
        How to aim, if you need to take into account speed, wind, altitude, etc.? Yes there such a smart calculator is needed, which then have not yet been invented
        About humanism to the peaceful and do not say, because. gay men and humanism are not very close
        1. +1
          April 23 2015 21: 48
          Smart calculators have already been invented and installed on American
          strategists. And carpet bombing was carried out on these calculators:
          the density of bombs was optimal and the same no matter how high they are
          dumped. A physicist developed one of the Manhattan participants
          the project.
          1. -2
            April 23 2015 23: 18
            and the B-24 itself, unlike the B-17, was made in furniture factories. B-29s did not fly at all in Europe.
            Lancaster did great damage.
          2. 0
            April 23 2015 23: 33
            Quote: voyaka uh
            American
            strategists

            Isn't this a post-war term? Then there seemed to be front and long
      4. +1
        April 23 2015 22: 04
        Per se: Your quote about the bombing, in my opinion, is inaccurate.
        1) ALL the bombing was carpeted - at that time they had no other way.
        2) For Americans, they were divided into two areas a) industrial zones, plants
        b) city centers. Both directions operated until the very end of the war.
        Raids on city centers have always been made in conjunction with the British
        (for the British it was "revenge for London and for Fau"). Raids on industrial areas
        Americans did on their own.
        1. +1
          April 23 2015 23: 24
          they knew how to Blitz bully bomb only docks, aircraft factories and airfields

          Fau were revenge for the English carpet bombing. Americans joined in later.
          1. +1
            April 24 2015 16: 05
            I sympathize with Royal Air Force, you are Luftwaffe ... This is a matter of taste for every forum participant.
            1. 0
              April 26 2015 20: 44
              sympathize ... bully just do not write for others.
            2. 0
              April 26 2015 21: 03
              rather than upsetting your sympathies, those who did not work concentration camp prisoners stopped feeding enough from the German treasury for survival just after the start of such British bombing, and it’s strange that no one sent food from abroad to them, even rich rockefellers ... think about this!

              those who did not reach the concentration camp, at the very end of the war, the RAF killed by sinking several prison ships in the North German harbors.
              did someone give them a gold watch at the same time?
    3. +1
      April 23 2015 13: 01
      Simply, the military doctrine of the late 30s, implied aerial combat at high altitudes and large distances from airfields based. Under these tasks, to the detriment of horizontal maneuverability, the MiG-3 was created. The outbreak of war, put everything in its place.
    4. FID
      +7
      April 23 2015 16: 17
      Quote: Denis
      MIG-3 high-altitude fighter in flight

      I apologize for writing the MiG-3 correctly. This car was created by Mikoyan and Gurevich. The moment came later ...
      1. +1
        April 23 2015 21: 09
        Quote: SSI
        write MiG-3 correctly. This car was created by Mikoyan and Gurevich. The moment came later ...

        The jamb is recognized. In the course of the triumvirate, this is harder with keys
  2. +4
    April 23 2015 06: 40
    The article is very interesting, thank you very much. Regarding FW-190D - Dora. It is considered one of the best Luftwaffe fighters adopted - but too late. Putting it a year earlier could help the Luftwaffe to cover the sky more reliably and possibly to prolong the war
    1. +7
      April 23 2015 07: 47
      Quote: D-Master
      Regarding the FW-190D - Dora. It is considered one of the best Luftwaffe fighters adopted - but too late.
      However, on the basis of the Nine, the Germans managed to create the Focke-Wulf Ta 152H high-altitude interceptor, which had a wing larger than that of the Dora. ... Ta 152 is a continuation of the Focke-Wulf Fw 190D-9 interceptor design. Initially it was planned to produce it in three modifications:
      Ta 152H Höhenjäger - high-altitude interceptor;
      Ta 152C - attack aircraft with a smaller wing and another engine;
      Ta 152E - reconnaissance fighter with engine from modification H and wing from modification C.
      Due to the difficult situation of Nazi Germany at the end of the war, only the interceptor project was implemented. The first Ta 152H entered the combat units of the Luftwaffe in January 1945. Despite the fact that one source erroneously estimates the total number of aircraft produced (including prototypes) at 220 pieces [1], in reality about 43 [2] were produced, which was clearly not enough for the Ta 152 to be able to provide any influence on the course of hostilities. [
  3. avt
    +6
    April 23 2015 07: 57
    For completeness of happiness, there is not enough photo with the stars exactly after the war as part of the Baltic Fleet, if memory has not failed.
    1. The comment was deleted.
    2. +11
      April 23 2015 08: 08
      Quote: avt
      For completeness of happiness, there is not enough photo with the stars
      There is one. "The Soviet army captured a large number of FW 190Ds at East German airfields. Some of the captured equipment was destroyed on the spot - the planes were simply crushed by tanks - and some were overtaken or transported to the USSR. After flying around the LII, the aircraft received a very high rating. There is unverified information that before 1948 - 1949 a certain number of "Dors" were in service with the naval aviation of the Baltic Fleet and in air defense units, along with "Spitfires" and "Kingcobras" ".
      On the photo (clickable) captured German fighter-bombers Fokke-Wulf Fw 190D-9 in the service of the Baltic Fleet aviation.
    3. +9
      April 23 2015 08: 09
      Quote: avt
      For completeness of happiness, there is not enough photo with the stars exactly after the war as part of the BF, if the memory has not failed
      1. The comment was deleted.
  4. +4
    April 23 2015 07: 59
    The author plus-article is sensible, I did not have to read about such works
    1. +2
      April 23 2015 12: 30
      A disgusting article (for the first time in a year I will give the author a minus), well, what are you a "techie" (I won't call you an engineer anymore), well, you have to work on "western" texts, well, all in one pile and a 190D-9 high-altitude fighter line of modifications "C" ??? And with whom then did the "Green Assholes" on the eastern front, on the "Dorahs" fight? But after all, the topic of the evolution of the FV-190 is sufficiently disclosed in our publications, well, they would have looked there. In the end, the compressor and supercharger things are quite different constructively and, most importantly, in purpose. The whole problem of the Germans in the development of machines with an extended range of combat heights - "anti-Mustangs", consisted in the creation of a "TWO-SPEED COMPRESSOR" (but there is no such phrase in the article at all !?) turbines (like those of the Yankes), and when this did not work out, then we went along the traditional (for the Germans) path with a drive from a K / V engine through a fluid coupling. Development of really high-altitude (more than 12m) machines is a completely DIFFERENT TOPIC, it is that the Germans were going in this direction Leni - "chaotic" -. Germany was the leader in this matter, only the Germans had serial machines with a nominal (working) flight altitude of 000-13m (U-15000P; R), and the allies just followed them and dragged on creating lightweight versions "Spitfires" optimizing (more precisely "clamping") "Merlin" for these heights (to put it mildly, not entirely successful), then did the same with the "Griffin".
      1. +4
        April 23 2015 14: 33
        So it seems like the whole article is about the path of the Germans to the high-altitude FW-190D. And the path went through the same "C" -shku.
        Interested in the difference between a compressor and a supercharger. And this is what Wikipedia told me: "A supercharger is a compressor for preliminary compression of air or a mixture of air with fuel entering the cylinders of an internal combustion engine and increasing the mass charge of the combustible mixture." Those. a blower is a compressor. Which is intended for use in internal combustion engines. But, speaking about piston aircraft, we are talking about using compressed air in an internal combustion engine. thus any aircraft supercharger is a compressor, but not every compressor is a supercharger (for example from a refrigerator). Those. in the article the word compressor and blower are in principle synonymous. I think you got a little excited. IMHO.
        1. +1
          April 23 2015 15: 22
          Of course, Wikipedia is an extremely objective source of information. wassat but unfortunately not knowledge, your exercises in deduction are also worthy of all praises. But try to answer yourself the question why there were superchargers on almost all engines of Soviet fighters during the Second World War (well, except for the early I-15; I-16), but with COMPRESSORS (that SCC, that drive) as it did.
          1. +2
            April 23 2015 18: 50
            Civilian sawn-off shotgun of the tank engine U1D6TK-S4. TK is a turbocharger. Rather, it’s just coming from the common people, Turbo diesel or aspirated, the concept of aspirated also did not exist before, only recently this term appeared. A correct turbocharger driven by exhaust gases. The marking of all our turbines begins with the TC. But factory names, a turbocharged engine, that is, not superchargers but superchargers. And we generally say turbines, many from this term will yell until they turn blue, but it's easier for us.
        2. 0
          April 25 2015 13: 18
          SUPERCHARGER AND COMPRESSOR IN AIRCRAFT

          The words supercharger and compressor are synonyms, in the sense that both of these devices in aircraft engines are used to compress air and increase its supply to the combustion chamber, thereby increasing the power of the aircraft engine.
          With the entry into World War II, the United States, air raids on Germany from the end of 2 to the beginning of 1943 began to be carried out not only at night, but also in the daytime. Not only the number of combat vehicles increased, but also the range of heights of combat use. Bombing was carried out from a height of 1944 thousand meters. To combat the bombers, the Luftwaffe needed a fighter capable of rising to a height of at least 10 thousand meters and conducting an air battle without losing power, quickly approaching the target and breaking the cover of the Mustangs and Thunderbolts.
          The difficulty in reaching great heights was that as the air density decreases, the power of the internal combustion engine also decreases. To prevent this, special devices have been developed - blowers, which serve to artificially increase the pressure in front of the cylinders. The first engines with superchargers were used in German aviation in the years of the First World War. In subsequent years, the design of the superchargers was improved. Two-speed centrifugal superchargers with a mechanical drive appeared - devices that allowed you to control the compression ratio depending on the flight altitude, took power from the engine shaft and turbocompressors - devices that powered the supercharger from a gas turbine rotated by the engine's exhaust gases. The turbocharger made it easy to control the degree of boost by changing the gas flow directed to the turbocharger. In the 30s, V.I.Dmitrievsky was engaged in increasing the height of aircraft engines, who developed a combined pressurization system consisting of a turbocompressor driven by a gas turbine and a centrifugal compressor with a mechanical engine drive. Such a two-stage compression system made it possible to maintain pressure at the engine inlet to a height of more than 10 thousand meters. The system of combined pressurization could be used on engines of both liquid and air cooling and allowed to significantly increase their density without compromising efficiency. It was tested on PZ reconnaissance aircraft with an AM-34 engine, I-15, I-15bis, I-16 fighter aircraft with M-25, M-63, La-5 engines with ASH-82, but it was not developed for a number of technical reasons (there were no corresponding materials) and structural (the longitudinal dimensions of the engine, the geometric dimensions of the fuselage, etc., etc. increased significantly) Therefore, the system of combined pressurization in 30-40. Soviet aircraft were not used and domestic machines (I-16, Yak-1, La-5.Pe-2, Il-2, etc.) had two-speed centrifugal superchargers with a mechanical drive. In the postwar years, the turbocharger found application in the ASh-73 TK piston engine installed on the Tu-4. Then, turbojet and turboprop engines replaced piston engines.
          1. 0
            April 26 2015 00: 37
            rubin-6286 the content of your comment (within the meaning) is very close to the content of the article, the rating is appropriate. Well, let's study further. And so, you say that the compressor and the supercharger of the aircraft piston engine are the same. Then why is the pressure created by the supercharger is measured exclusively in mmHg, and the pressure created by the compressor in bars, pascals, kilograms per square centimeter?
            1. 0
              April 26 2015 13: 31
              I argue that the supercharger and compressor are one and the same, but only in the sense that both of these devices in aircraft engines serve to compress air, increase its supply to the combustion chamber and increase the power of the aircraft engine.

              In piston aircraft engines used in World War II, two-speed superchargers with a mechanical drive from the engine crankshaft were used as a device designed to increase the gas pressure at the inlet to the combustion chamber.

              The air pressure behind the supercharger was most often measured in millimeters of mercury and was dependent on the engine speed and the volume of the combustion chamber.

              Mechanically driven superchargers ensured that engine power was maintained up to the 1st altitude limit — up to about 2500 meters and further, after switching — up to 2 altitude limits — 3800 m. Further, the engine power fell.

              While the air battles mainly took place in the altitude range of 1,5-3,5 km, a slight decrease in the altitude of the engines did not cause alarm among the Germans and their main opponents. However, with increasing flight altitude, air density decreased, the temperature in the combustion chamber of the engine grew and more and more was required to maintain engine power.
              Mechanically driven superchargers could not constructively solve this problem, because in addition to a high production culture of the devices and the engine themselves, the presence of high alloy and heat resistant steels was required. The increase in pressure often led to the destruction of the crankshaft or "shooting" rods, as well as increased oil consumption and high operating temperature of liquids.

              To some extent, two-speed and two-stage superchargers or turbochargers could handle this.
              In them, the air pressure behind the supercharger was measured as the excess of pressure to the standard above sea level and was measured in Ata Germany), bars (USA) or kg / sq. Cm.

              Since the superchargers themselves reduced the efficiency of the engine, and the Germans had tight materials - not a single turbocharger on serial fighters was completed by the Germans - (they all collapsed after 15-20 hours of operation), on the Me-109, FV-190 fighters In the night fighter-interceptors Me-110G, Yu-88, He-219, other methods were used: injection of water-alcohol mixture into the cylinders (system MW50, MW30 or MW70) or nitrous oxide (system GM1), but their use was short-term and also significant reduced the overall resource of the aircraft engine.
              1. 0
                April 27 2015 13: 34
                rubin-again deuce, sheer verbiage, or a compressor, or a supercharger, or a two-stage, or two-speed, or a finger, or horseradish, they invited to the cinema, and dragged into a stack.
                1. 0
                  April 27 2015 15: 20
                  I'll repeat it for the hundredth time, turn on the brain!
                2. 0
                  April 27 2015 19: 07
                  If now you do not understand my explanation, try to read the book "A course of lectures on the theory of aircraft engines" Publishing house MAI, Moscow, 1986.
                  1. 0
                    April 28 2015 02: 37
                    There is no such need, but I didn’t get any explanations from you. The question was asked clearly, briefly, specifically WHAT DOES the compressor differ from the supercharger? The answer fits in five lines, you have literature, well, read, try to figure it out, (do not rush to speak on the topic in which they are incompetent). Until it fails. Honestly, I would like to discuss with the author.
  5. +4
    April 23 2015 08: 31
    Dora 13 differed from 12 only by installing instead of MK-108 - 30mm in the camber of the cylinders by a machine with a 151 - 20mm Mauser, so it is clear why 13 did not go into series. 30th it was better to shoot down Lancaster and Boeing, the more so because 20 ballistics was much worse due to the small powder charge in the cartridge case, but the mine-loading mine is certainly more than serious there (more than 20 grams and this is 20 mm), and 30 more 100 grams of explosives (just fantastic), but ballistics is also not a fountain.
  6. +4
    April 23 2015 09: 38
    General Hans Jeschonneck, then Chief of Staff of the Luftwaffe, replied: "Why is this necessary? We do not conduct any aerial combat at such heights!"

    it characterizes ...

    in fact, there were still jet messers on the nose, then for the mosquito the star of the career came.
    used later for attacks on shipping along the Norwegian coast.
  7. +5
    April 23 2015 09: 49
    Really beautiful vrazhin)
  8. +5
    April 23 2015 10: 20
    Thanks to the author. I always read his articles with interest. hi
  9. +5
    April 23 2015 11: 01
    The article is interesting, informative and quite detailed. For those who wish to familiarize themselves in more detail with the design features of the FV-190D, the results of military tests, comparison with the Soviet La and Yak fighters, combat use at the front, I recommend reading the book: N. Yakubovich "Hitler's Falcons. Luftwaffe in battle. Life and death on Eastern Front, "Moscow, Yauza-press Publishing House, 2011. You can download it on the Internet and learn a lot of interesting things about German aircraft and aircraft industry in the last war.
  10. +2
    April 23 2015 14: 39
    Quote: Per se.
    On the photo (clickable) captured German fighter-bombers Fokke-Wulf Fw 190D-9 in the service of the Baltic Fleet aviation.

    And then I think where such a bunch of red-star fokkers on the Internet comes from ... I thought they were in trials. But there are too many pictures. Thank you for clarifying this situation. hi
  11. +1
    April 23 2015 14: 49
    In the last weeks of the war, Hans Rudel flew on the foker, I remember the A-9. acted like an attack aircraft, but for some reason never once entered into air fights
    1. +2
      April 23 2015 14: 59
      Mukhin read what he flew, when and why. He didn’t even know how to fly on Storch.
      1. -4
        April 23 2015 21: 53
        The highest qualification of the pilots was "Stuck". Who could dive on the Stuka could do anything.
        1. +1
          April 23 2015 23: 21
          there stood a machine to exit the dive, which stubborn dull Rudel simply turned off - this is the secret of his brave success.

          the highest qualifications are always with fighters.
  12. Alf
    +1
    April 23 2015 21: 04
    Let me draw your attention to a few technical mistakes.
    1. How can Mustang-D have a nominal power of 1695 mares, and with the MW-50 system 1520 horses? This system gave an increase, not a drop in power. And how does the German MW-50 system, by definition, stand on an American plane?
    2. The Mustang-D was armed with Colt-Browning machine guns, not Browning. The difference in caliber is 12,7 mm versus 7,69.
    3. The normal range of Mustang-D was not 1304 km, but 1520 km.
    1. +2
      April 23 2015 21: 51
      Colt 0.5 or Browning 0.5 is the same machine gun. Title by
      on behalf of the inventor - Browning, or on behalf of the manufacturer - Colt
  13. 0
    April 24 2015 05: 31
    the Germans could not master the production of new radial air-cooled motors, hence the long-nosed jibs with motors from Daimler and Junkers, which were not what I needed, in my opinion. They would have something like a double star R-2800, and German engines were lacking in power + the production culture had already fallen at German factories and the quality of assembly and fitting of parts + aviation fuel was already worse than that of amers with the Angles and, as a result, a loss in performance speed at altitude, range, etc. Although, of course, the Germans did what they could in that difficult situation for them.
    1. -2
      April 25 2015 00: 56
      FW-190, was with a radial air-cooled motor. Any amateur will tell you.
      1. 0
        April 25 2015 08: 54
        Have you read the article? We are talking about 190D high-altitude foci! they were equipped with V-shaped 12 cylinder liquid-cooled engines UMO 213, and not BMW 801, which radial air-cooled engines you so uncompromisingly stated here?) Any amateur will tell you this too.
      2. +1
        April 25 2015 08: 54
        Have you read the article? We are talking about 190D high-altitude foci! they were equipped with V-shaped 12 cylinder liquid-cooled engines UMO 213, and not BMW 801, which radial air-cooled engines you so uncompromisingly stated here?) Any amateur will tell you this too.
  14. +1
    April 25 2015 00: 55
    This type of "technical engineer" is not the first time caught in ignorance of elementary things. Learn materiel, carry away, may there be happiness for you. what confusion you have in your head, there is not enough mat to describe it. Even for me, a delitant, your ignorance hurts the eye.
  15. 0
    28 June 2015 18: 59
    German quality. Losses in aviation in the Second World War of the Germans and the USSR 1 to 6.

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